The New York Herald Newspaper, May 10, 1853, Page 1

WHOLE NO. 17444. THE NORWALK CALAMITY. The Continuation of the Coroner's Inquest. INTERESTING EVIDENCE. INDIGNATION MASS MEETING AT NORWALK. EXPRESSION OF PUBLIC SENTIMENT. THE LEGISLATURE MEMORALIZED, &., &e., &e All the bodies which were lying at the depot at Nor- walk have been removed. The body of the unknowa man, marked No. 6, has been recognized as that of Michael Bearden, who wason his way to Charlestown, Mass. It was taken by theSuperintendent, Mr. Whistler. ‘She other body, which was supposed to be that of P. W. ‘Dpedock, has been recognized as Dr. Butler Wilmarth, of Westbore’, Mase. The bodies of Mrs. Harley and child have been removed to Boston by Samuel E. Dennis, as- sistant engineer. Those of Martin Tane and his wife, yrere removed by their friends. There have been no more bodies recovered from the wreck, but a portion of the cars has been removed, and a flerrick will soon be put in operation to extricate the en- gine and tender. The body of Mrs. Harley—remarkably beautiful even after such a death—has been enclosed in an airtigh’ metallie coffin, and is to be sent to Boston to-day. The wnfortunate lady wasa native of Massachusetts, and, with her child, was on the way to visit her friends. Mr. Fluent, of Pennsylvania, whose wife was one of the victims, and who was himself seriously injured, was able to leave for home this morning at ten o’clock. Several distinguished clergymen of the Baptist Church arrived in the morning cars, to visit Mr. Onckea, who is gradually improving. ‘The two most dangerous cases of injury—those of Mrs. Gen. Harvey and Miss Emily Griswold—present no very marked changes, though Mrs. Harvey was declared some- what worse this morning. Miss Griswold is perhaps a little improved. Her mother (who was much more seri- ously injured than has hitherto been reported)‘ was able to see her for the first time to day. THE CORONER'S INQUEST CONTINUED. ‘The Coroner’s inquest was commenced about ten e’clock yesterday morning, but it is not likely, from present ap- pearances, to be concluded before to-day. The following is the testimony thus far elicited :— Joseph B. Bixbee, captain of the Pacific, being sworn, waid—When I saw the train t was about one hundred yards from the drop; the ball was down from ten to fif- teen minutes before the train ran off; it was down five minutes before the draw was opened; when the locomo- tive went off I was about two hundred yards from the draw; the first thing I heard was the whistle; it first at- tracted my attention to the train; I think there was only ene whistle; I heard no whistle to break up; the train was going not less than twenty miles per hour; faster than I ever saw a train ge by that curve before; I have noticed all the trains going past, and I think it was gting faster than I ever saw one going before; it was go- ‘ing about five miles faster; I saw the locomotive strike the abutmentfon the opposite side, and then I turned my back, I could not look any longer; the width of the draw is fifty-nine feet eight inches; I measured it; the water was twelve feet deep when the accident occurred; soft mud is three or four feet deep before you come to the wand; the baggage car lay on top of the locomotive; I think the passenger cars were disengsged from the others; Ido not know whether there is anything that might be mistaken from the lower bridge for the signal. James A. Renaud, sworn, testified as follows :—Iam engineer of the Pacific; as we passed the draw the dis- tance of 150 feet; [heard a whistle, a single whistle, which drewmy attention,and I stepped right back upon the guard; the locomotive then just came on to the bridge; I still fol- lowed the motion of it till it-went off; it struck on the op- poajte side before it fell into the water; it went right ‘across, and when it fell the baggage car fell upon it; the distance from the bridge to the surface of the water is 12 feet from high water mark, as near asI could judge; the mecond baggage car was under water, covered up by the first passenger car; all the windows of the first passenger car were under water; the second passenger car landed on top of the first,and then canted over; one row of seats was entirely under water; the car was partly smashed; about two-thirds of it were out of water; the cars remained in this position till the bodies were taken off. A.—Going at the rate of 30 miles the hour, he would then have one minute to lower the signal and go back ready to move the draw; I noticed the time it took him todo this this morning; it took him over a minute from the time he dropped the ball till he commenced opening the draw. To a Juror—It is a matter of chance whether a train could go over the bridge safely when the wedges which keep the bridge in its place were out, and before the pridge is moved. W. H, Church sworn, said—I reside in New York; Iam * a physician; I stood upon the front platform of the rear car of the train coming into Norwalk this morning; I dis- covered the signal before it was pointed out to me; I marked the point with my eye, and watched the signal till [lost sight of it; Ialso marked that point with my eye; I then counted the rails: calculated the distance at at eighteen feet to the rail; I first discovered t] signal at a distance of 3,312 feet from the draw; I saw the signal at a distance of 1,314 feet; I then lost sight of it, and that was at a distance of 1,998 feet from the draw. [The testimony of this witness was intended as a cor- roboration of that of Mr. Worthen). T. B. Griffith—I was in my own store the morning of the accident; my place of business is from 125 to 130 feet from the track, and 150 yards from the bridge; I should judge the usual speed of the expross train is 25 miles per hour; I think I have seen it going faster than that turning the eurve, and sometimes not so fast; I heard the whistle, but I can’t tell whether there was one or two whistle; the whistle was almost instantaneous with the crash I heard; they usually ring the bell when passing the crossing. Q.—By a juror—Do you think that the rules were in- efficient to guard against an accident? A.—I think there can be no doubt of it; other trains generally turn the curve at the rate of five miles an hour; I was among the first at the scone of the accident ; I have no doubt that they were all taken out of thecars; I have known instances where the train hay. ing stopped at Norwalk, and proceeded towards the bridge has been stopped sgain, when it was observed that the draw was open; I don’t recollect any time when a train was within a few feet of the open draw ; if that expres® train which ran off, had stopped at the depot, the train would not have runoff ; I have observed the practices of ‘the train four or five years; I have often thought that safer regulations could have been made ; I think an acci- dent of this kind was frequently predicted by people living in Norwalk, im relation to the express trains, A. E, Beard sworn—I reside about ninety rods from the bridge; I have seen some of the trains stop after they get past the curve, and before they come to the bridge, without any apparent difficulty ; my attention was at- tracted to this train by two hurried blows, +0 close to- gether, that they were evidently done in great haste ; from the time I heard the whistle, till the crash came, about three or four seconds elapsed; the rate of speed of an express train, going by the curve, Ihave supposed at about twenty miles the hour; I thivk if that express train stopped at the depot, the accident ‘would not have happened; I have often heard it said that on account of this rate of speed there would be an acci dent at the crossing; I think the train went slowly past the depot; it could be stopped after turning the curve, and before it came to the bridge; I went immediately to the scene of the accident, and gave my time in rendering assistance; I have no doubt that the persona came to their death by that accident; I took charge of the effects, ‘and numbered them, as also the bodies; I think the acci- dent was caused by the carelessness of the engi- peer; when the ball was lowored, the train must have been below the Darien depot, which is three-and-a- balf miles from the Nerwalk depot; I never heard any complaint om the part of the engineer, or any one, that he could not see the ball. Hon, Thomas B, Butler, of Norwalk, sworn, testified as follows—The ball is first visible at the northeast end of the east protection wall at the cut, and that point is 8,487 feet from the west end of the draw; the ball remains distinctly visible at a distance of three hundred feet, coming towards the depot; it ix then partially obscured by trees for a distance of s hundred feet; it then becomes distinctly visible, and continues so for three hundred feet; it is then partially obscured again by trees for a distance of one hundred feet; it thon becomes distinctly visible fo: a distance of four hundred feet; it is then par- tially oBrcured by a tree or trees for one hundred feet; it is then totally obscured by buildings for distance of one thousand two hundred and fifty feet, and until you come upon the highway north of the depot it is then visible again for about fifty feet; it is then obscured egain by buildings for a distance of three hundred and twenty'five fect, and at that point yon come in sight of the ball and draw; this point is 664 feet from the opening of the draw; the north end of the draw, when it is open, may be seen fifty feet further off; the west corner of the brick pottery is 369 feet from the draw; the well is 310 feet from the draw; the west butment of the bridge is 153 feet from the draw; the curve commences 1,070 feet from the draw; we measured these distances on the rail with fifty feet chains; I was upon a train when it stopped near the draw, and when the draw was open, but Iam not prepared to say there was any neglect on the part of those in charge of the train. G. B. Simonds, of New Haven, sworn, said—I am Su- perintendent of the motive power on the New Haven Rail- road; the Superintendent of the road, Mr. Whistler, fur- nishes me with the instructions, and I give them to the engineers; I receive all printed notices and instructions from him; I could not say positively that I gave this engineer the time tables, but Iam certain he has had them; Ithink he told me that he had a time table; I often caution the men about crossing.the draws; the time tables contain the instructions; the engineer, Ea” ward Tucker, has been two months on the road the last time; I have known him the last eight years by reputa- tion, and three years personally; I cautioned him at different times, and particularly abouts month or six weeks ago, in relation to the bridges; he was an extra man; we always keep on the best men for extra men; I have been an engineer; I haye run engines about ten years; it is difficult to stop a train when the track is wet and slippery; from ten to twelve miles an hour would be a safe rate of speed to run round the curve; if the train was running at ten or twelve miles I don’t think the the train could be stopped before going over the bridge with a bad track; with @ good dry track it could; I think a traincould be stopped at 500 feet if the men were all at the brakes; 1,000 feet would be required in ordinary cases; a train could not be stopped at a distance of twice its length, and while proceeding at a rate of fifteen miles an hour; the brakemen would have to work hard at the brakes while it was going at that rate; my opinion is that the engin’ was reversed before it went into the draw, the fireman said it was reversed; I think the cause of the accident was some neglect on the part of the engi- neer; it is not the duty of the conductor to look out for signals, although they sometimes do so ; a man running behind time is removed and another put on in his place ; when he is behind time he is liable to get excited in his endeavors to make it; if the train does not go pasta curve atacertain rate of speed the engineer and con- ductor would be held responsible ; you could not tell from the wreck at what rate of speed the engine was going; T should judge the engine was going at fifteen miles an hour, from the point where she struck the opposite but- ment of the bridge ; I have not seen any of the brakemen who were on that train since the accident ; there were three brakemen ; we have generally three brakemen for seven cars, which I think would make a safe brake; I thivk our signals are sufficient unless we had signal men ; there is no doubt that that signal could be seen if it was properly attended to ; I would have no fears in going in a train on this -oad under the present regulations ; I don’t think such anaccident would occur again in three years; I don’t think a man would run into the draw again in three years. Edwin Hall, Jr., of Norwalk—I was standing on the bridge when the draw was open; I saw the train coming, but was so frightened that I did not see it goin; I saw two jump off the train before they came to the bridge. Aaron Saunders, swora—I was on the fish market, which is fifteen or twenty rods from the bridge; I heard the whistle as the train passed the curve; I saw the train, and it was going at a protty good gait. Wn. C. Street, of Norwalk, sworn—I went on the track yesterday morning to see at what points I could observe the signal; I thought I could see the signal about half a mile from the bridge, but found that I had mistaken a tree for it; it was cloudy at the time, but a short time after, when it was clear, I could see the signal from the same point; my conclusion is that the signal is not high enough tobe seen except from a few points along the road; at the time it was erected it may have been high enough, but the trees have grown up since; I do not think the regulations of the road are sufficient for the safety of passengers if the train was going at a great rate of speed; if the train had stopped at the depot, I don’t think the accident would have occurred. Nathan Roberts, of Norwalk, sworn—I was on the dock, ut fifteen rods from the bridge, and saw the train; it s going at the rato of twenty miles; the speed was not dierent from that of other trains; I did not see the brake- man apply the brakes; they b’ew the whistle at the well, which is about sixty yards from the drew; I saw aman lying on the butment of the bridge when I weat under it with a boat; Isaw the bali iowered, and it was down about ten minutes; I don’t think there was time to close the draw after the boat went through in time for the train; Captain Bascom said he thought the train was nearly due at the time. Philander P. Coe, of Norwalk, sworn—Corroborated the testimony of Nathan Roberts. Harvey K. Smith, sworn—I am Superintendent of the Danbury and Norwalk Railroad; I do not think over ten or twelve miles would be safe; a man could not habitually neglect the rules on my road without my knowledge; it is the business of the éonductor to see that the engineer does not go at a greater rate of speed than {s allowed by the rules; he should remoxstrate with him, and if he continued to do so he should report him to the Superin tendent; I would notconsider myself safe on a train going at the rate of twenty miles an hour at this particu. lar curve; but at that time he could not remonstrate with him; ifthe engineer was going too fast at this or apy other curve it was the duty of the conductor to ring the bell and of the engineer to slack up; the curve, I think, is what engineers weuld call a faur-degree curve; it is more difficult to stop am engine where the track is wet; the object that was mistaken for the signal proved to be a cedar tree trimmed up; but I do not think that it could be mistaken by any person for the signal who was acquainted with the signal. ‘Thomas White, of Marlborough, N.H., sworn, testified ac follows—I was a passenger in the forward passenger car, riding backwards; Ihave often been on the road; I should think there was no slacking up; the speed was high; I have travelied on tho road s groat deal; the speed around the curve was certainly thirty miles, not forty; the speed could not have been less than thirty miles; I should judge it to be about that; I remarked to ‘a gentleman in the car, who I understand is lost, that I was afraid we would be switched off, we were going so powerful; this was while we wore turning the curve; I mean by switching that we would be thrown off; there was a leaning of the cars as they turned the curve; very soon after turning the curve there was a whistle; I only heard one whistle; then eame the crash; I recollect what our position was, and had just barely time to say “Oh, God, we are gone,” before I went under water; I thought I felt very sensible of my position, and that I must die; I then was thrown into the water, and the first thing I was conscious of after that I was in the mud; my first thought was of my family, and then I made an ex- ertion to save myself ; I caught hold of part of a car and raised myself, and was taken out bya manin a boat; then all was dark; the condvctor, I thought, was petulent and peevish, and the brakeman saucy; I said o the brake- map when I went in, that the car was rather full, and he replied “well, go in and we'll be damned to hell if we can’t find you one;”’ the conductor was petulant and peeviih when we did not give him our tickets immodiate- ly; I never was in # car in which the passengers were #0 sociable as on the first car; I would not consider there was any danger in passing a curve at fifteen miles an hour; I should think that « safe rate of apeod across this bridge would be about ten, porbaps fifteen miles; there 6 One Curve similar to this between this and Springfield; fo SE res gen 2 oi YORK H ee ii stents E MORNING EDITION---TUESDAY, MAY 10, 1853. 1 never was on more than one train on which the engine was reversed; I apprehended danger when I heard the whistle and knew we were approaching the draw. William EF. Worthen sworn, testified as follows—I re- side in New York; I am a eivil engineer; this morning I got out at Darien apd got om the engine, to seo how fat the signal could be seen from the draw; as the signal came in sight, the engineer called my attertien to it, and I noticed the place; I then kept my eye upom the signal until I lost sight 7 it; I then rode beyond the depot till {t came in sight again; I then noted the point at which we lost the view of it; I got off the engine, went to the draw, measured by counting the the rails, length of each rail being eighteen feet, and I found the distance as fol- lows:—It is 184 lengths of rail, or 3,312 feet from where the signal is first seen up to the draw; the signal is then in sight from that point, 1,314 feet; we then lose sight of it till we come to the crossing, which is 864 feet distant from the draw; it is then in view for a distance of 110 feet; you then come in sight of the signal and the bridge, at a distance of 504 feet from the bridge or draw; all this was measured by length of rail; the starting point is 300 feet from the draw; at this distance the sig- nal is so plain that a man could not mistake it for anything else; the first object that obscures it in running the 1,300 feet, is a chimney of a white house; the rails being wet makes it difficult to stop a train; I think this fact would have no effect in making a train run off the track; if the signal bad been observed at the cressing, he could have stepped the engine at a distance of 800 feet from the draw, if it had been going at the rate of ten miles the hour; I think it would be possible, after you camejin sight of the draw, to stop the train if every brake was on; I think fifteen miles would be a safe rate of speed, turning the curve; I have bad no experience in the running of an engine; I have been able to judge the distance at which a train could be stoppsd, from experiment, every brakeman being at his post. Questioned by Mr. Whistler, Superintendent of the road. Q.—I want to know whether, from your experience, after the man had seen the signal 3,300 feet from the draw when it is first seen, that ball could be dropped and thedraw moved out of place, or opened, before the train reached it. EVENING SESSION. Daniel Hoyt, sworn, saya—I live a mile south of thig place; I heard the whistle of the express train blow on Friday morning last; it was a single one; I saw they were going at great speed; I looked for, but could see no ball; just before she went over, the whistle was blown twice— toot-toot—just like that; I knew just where to look for the ball; I don’t know that they have put up a new ball; they were going faster than usual; Ican’t tell at what rate of speed; I was satisfied in my own mind, before she passed, that she was going into the stream. Wm. H. Seymour, of Norwalk, sworn, says—I have no knowledge of any person who said the conductor had any knowledge ef the engineer; the rumor was general on the day of the accident, Alfred Chichester, of Norwalk, sworn, says—Ilive about twenty five or thirty feet from the road, near the curve; Ishould think the train was going rather faster than usual; I did not hear the whistle before the train came to the depot; I heard a whistle near the bridge, and soon after that I heard the crash; I have seen them pass the crossing without ringing the bell; on that morning I think Tahould have heardait; I should think the usual rate of speed was twenty miles per hour. Mass Meeting at Norwalk. PUBLIC FEELING IN REFERENCE TO THE LATE CALA- MITY—MEMORIAL TO THE LEGISLATURE, ETC. ‘The citizens of Norwalk and vicinity are requested to meet on the bavk, near the west end of the railroad bridge, where the recent terrible casuality took place, on MONDAY AFTERNOON, May 9th, at 5 o’clock, for the purpose of expressing the sympathies of the citizens of Norwalk with the friends and relatives of the deceased, and of adopting a memorial to be presented to the General Assembly of this State, now in session, for a stringent law to prevent the recurrence of smilar accidents in future i All who feel an interest im the safety of the travelling community are requested to attend. Norwalk, May 7, 1863. Tn accordance with the above netice posted throughout the city of Norwalk, calling a meeting of the citizens of that,town to express their views in relation to the late railroad calamity, and to adopt measures calculated to pre- vent the occurrence of similar catastrophies, a large num- ber of persons assembled on an elevated piece of ground overlooking the fatal drawbridge. There were the wrecks of the cars strewed upon the bank of the river, and as it was low water the smoke-pipe of the engine and part of the tender could be seen above its surface—silent but ex- pressive witnesses of that recklessness, to which the valuable lives of forty-four human beings had been sacri- ficed. The meeting was organized by the appointment of Hon. Stephen Smith as Chairman in the adserce of the Presi- dent, Hon. Charles Bissell. The following Vice Presidents and Secretaries were then appointed :— Vice Presidents. Thos. B. Butler, T. L. Peck, Asa Smith, Ebenezer Hill, Thos. Robinson, Dr. H. E. Sammis, Stiles Curtis, W. H. Benedict, 0.8. Ferry, W. E. Quintard, Wm. 8. Lockwood, Dr. John M MeoLane, Dr. Ira Gregory, Charles Inaacs, Geo. A. Davenport, Jacob H. Van Zandt, (ig Lagi W. A. Smith, . Samuel Lynes, Noah 8. Day, a) Greenwich ‘Thomas. Hanford, Joseph F. Foote, Charles E. Olmsted, 0. P. Quintard, C.J. 6 Geo. W. Smith. Mr. Joseph F. Foote, one of the secretaries, read the following resolutions, which were unanimously adopted: Whereas, A great public calamity occurred on Frida; last at this place, surpassing all others whieh, in this State, have preceeded it, by which many most estimable lives were lost to their families, their Kindred, and the society in which they lived, clothing in deepest mourning the hearthstones of New England and our country. erefore, Resolved, That we tender to the relatives of the de- coased wherever they may be, our deepest sympath and express our fervent hope that. they may flad, each and every of them, ‘consolation in looking to that Being before whom it becomes us all to bow in humble recogni- tion of his power. Resolved, That we leave entirely to the coroner's jury to find upon whom rests the sad responsibility of the late casualty, or chief duty being to bring before the legisla. ture the necessity of ‘more effectually providing for the security of the future, Resolved, That a memorial be presented to the Leg's lature of this State, now in ression, praying for tho en actment of such laws as shall, fo far as human foresight can, prevent the recurrence of similar necidents. Resolved, That a copy of there resolutions, with the me- morial annexed, be transmitted to the Legislature and be printed in several of the newspapers of this State, and in fhe New York papers generally. The meeting was then addressed by Dr. Hill, of Nor- walk, who spoke in appropriate language of the careless ness of the officials employed upon the road. He also exprersed his deep sympathy with the friends and rela tives of the deceased. Dr. Mead, of Norwalk next addressed the meeting. He spoke substantially as followa:—Iam wellaware that after the first shock of such a catastrophe as that which has just occurred, the question is asked, who is to blame? whenever an accident of the kind happens. You cannot look at yonder witness of reckleseness, (pointing to the bridge,) and ask thatin this case. Iwill take upon me to say that I consider the company who have employed mon by whore carelessness the lives of our fellow citizens are endangered, are greatly to blame. This morning, on looking over the paper, I saw the testimony of the Super- intendent of the road, who states that the engineer, about two years ago, was employed upon the same road, when an accident occurred to the train under his charge. And what was bis testimony in regard to this grave charge that the conductor to whom the charge of the train was committed, permitted him to continue in his recklessners, But this is not all; after the accident, the company rewarded the engineer, and when ho left them made him a present of one year’s salary. Is there any security for life ard limb where @ corporation is managed inthis way? Now look at this matter from another pointof view. The Superintendent has stated that if the train stopped at the Norwalk station, tho accident would not have occurred, and I am satisfied it could not. Why is it that the express train has, ever since the road has been opened, passed by with a velocity of from twen. ty to forty miles an hour? I have looked at it with terror as it passed by here, fearing it would run off. I have often said there would be murder committed at this bridge by the recklossness with whioh that train is driven. It in the only one which does mot atop at the depot. The excuse for this is that time would bo lost by stopping it; but what is the loss of time compared with the lias of human life. I say to you, therefore, that unless you can 7804 auch « trumpet tone from this preting as shell be heard at your Legislature, and shall cause the ensct- ment of stringent laws, holding the company responsible for all such accidents without the necessity of going through the tedious formalities of the law, nothing éffec- tual will be done to prevent the occurrence of sucli' dis- asters hereafter. In the case of aman who was killed upon the road, and for which » suit was commenced by friend of mine, that friend was stigmatized by the com- [pany as a mercenary priest, for he had, what some might ccraider, the misfortune of being a minister of the gospel. I oxow that this geutleman could not find the engineer when seeking for him asa witness, and I leave it to to yow to judge whether they who gave him a year’s salary for! his services knew where and when to get lnm. It looked as if he had been kept out of the way; but we know, however, where he was last Friday. I bring forward these facts, fellow citizens, to sitow that something must! be done to arouse the feelings of the community, and that proper measures may be adopteci Now these are facts you ought to know, and understand, in order to sake you feel the vast im- «portance of the subject presented to you for considera- tion, Iam sorry to see what I think a timidity on the part of some of our fellow citizens, who, I believe, are afraid to appear. You have @ large moneyed monopoly tocontend against, and I tell you, when your petition goes to the Legislature you will find money there, and agents, to prevent if possible any more stringent laws than now exist from being enacted. If you want to meet that moneyed monopoly you must not be afraid to show your hands. I care for no mon, when duty leads me. This is not the first instance where a paltry little ball has been the signal, and where locomo- tives have been run off the road. It is the third case of the kind that has occurred at Bridgeport; and at the Housatonic similar accidents occurred where the locomo- tives ran over the draw. Now they will not pre- tend to tell me that that company exercises due caution—it is sheer recklessness, and 50 long as a few gentleman can sit in Wall street and pay dividends t. stockholders— (A Voicz—The money will have to come out now.) Tsay these men must be made to feel through their pockets, which is their’only bowels of mercy. I don’t think these resolutions are sufficiently strong, or the pe- tition sufficiently definite. What is the mere loss of time caused by passing @ bridge slowly, compared with the loss of fifty lives? I speak of the company as well as of the men employed in their service. Mr. O. 8. Ferry, who, we understand, is the prosecuting counsel in this case, next addressed the meeting. He spoke of the necessity of calm, yet decided action on the part of the community, and said the fault was to be attributed as much to the public as to the eompa- py. The public demanded the greatest speed, and the company had to comply with that demand, if they desired to consult their own interests. Rey. Mr. Bussmt, son of Judge Bissel, of Greenwich, Conn., followed in a few brief and pertinent remarks, in the course of which he spoke of the careless manner in which the bridges were erected, and referred particularly to the Coscob bridge, which is about eleven miles from Norwalk. He exhibited a piece of wood which had'been taken from this bridge, and which was perforated with innumerable wormholes. It in fact resembled a honey- comb, and was so rotten that it snapped under the alight- est pressure. Mr. Foore made a few brief and pertinent remarks, and: read the following memorial, which is to be presented to the Legislature during the present session :-— To THY HONORABLE THE GENERAL ASeEMBLY OF THE STATE OF ConNECTICUT, NOW IN Session AT Hart¥orD.— We, the undersigned petitioners, inhabitants of Nor- walk and vicinity, to the Honorable Legislature of the State of Connecticut, would most respectfully repre- sent :—That a very distressing casuality, the particulars of which are already too well known to your honorable body, occurred at Norwalk on Friday, the 6th of May, A. D. 1853, by which ‘fifty lives were lost, many of very valuable, and twenty or more persons greatly in- jused. That your petitionera believe these alarming” ac- cidents are quite too frequent, and that the safety of life and limb, the blessing of health, are too often hazarded, by the need of proper regulations for the government of railroads throughout the State, In view of these facts your petitioners would bumbly suggest what in their opinion would tend at least geatly to avoid the reeurrense of similar disasters, which. sug: gestions your petitioners pray may be em and en. acted into a law. ‘Your petitioners would humbly suggest that the draw- bridges of some of the railroads in the State are particu- larly unsafe, and especially is that the case with the Cos- cob drawbridge, so called, and they pray therefore that inspectors of drawbridges may be appointed, whose dut it shall be to examine said bridges at least four times enc ear. °, Your petitiouers believe that the system of having balls for signals is particularly unsafe, and pray that said sys- = a9 be abolished and something more efficient sub- stituted. Your petitioners would further suggest that every rail- road train be required to stop at least 1,000 feet before every drawbridge, that gates be erected at every railroad crossing, to be closed until the approach of every train, and that policemen be stationed at not more than one mile apart, to see that the road is at-all times passable, and to give notice if any danger is apprehended. Tc the safety of the community your petitioners be- lieve it isdue that a law should be passed embodying these provisions, and desire that it should meet with the rnest and immediate attention of tps honorable body, in duty bound your petitioners will ever pray. BrMay, 1853, After the reading of the memorial the meeting ad- journed. OUR NORWALK CORRESPONDENCE. Norwatx, Monday, May 9—6 A. Mf. The scene of the late disaster, and the buildings of the company where the dead bodies not reclaimed are lying, were thronged all day yesterday, despite the cold and drenching rain, by curious and arxious visiters. At eight o’clock last evening, several members of a family just arrived from New York, recognized ene of their nam- ber ina coffin at the depot, and their shricks and wailing wore startling and piteous, for a long time, before they could reptess such exhibitions of feeling. Generally, the bereaved have been calm; aud I shall never forget the solemn and impressive grief—silent, still, and, on the partof the man almost stern—of an aged couple who came on Saturday to carry away the remains of a child, ‘An impression seems to be genoral that there are bodies yet undiscovered. The bottom of the bay, or river, into which thecars were precipitated, is exceedingly soft, to an unusual depth, so that the lost engine is nearly all be- low the apparent bed of the water. On Saturday night, it was said that a hand was seen projecting through the mud, and efforts were made to regain the body to. which it belongs. Only a shawl and some other garments of a woman were, however, drawn up. Bodies may have been carried out to sea by the ebbing tides, or may be concealed under the wrecks of the cars, &c., not yet dragged to the shore. The injured were gencrally doing well. Miss Emily Griswold (daughter of Rev. Dr. Griswold) is at the house of Mr. Quintard, and continues to be an object of great anxiety. Saturday night was one of contiaued agony to her, and it was not believed that she could survive till morning. Dr. Sammis remained in the house all night, and at seven o’clock yesterday morning Drs. Lynes and McLean joined him in a consultation, when measures were taken which bad a favorable influence, and the suf- ferer was much more comfortable yosterday, and hopes revived of her recovery. She has had fitful and im- perfect returns of reason, but at no period any concep- tion of what has occurred to her. Mrs. Griswokl is at the house of Gen. Guire, and has aot yet been able to see her daughter. ‘The Rev. Mr. Oncken, of Gerwany, is at Capt. Ford's. He has suffered much, but pationtly and cheerfully. He was comfortable at a late hour last night. The ladies here, especially those of Mr. Quintard’s family, with whom there are six invalids, deserve the utmost praise for their kiadness. This is true, too, of of Mrs. Byxbee, whose name should be enrolled im the calendar of the saints, and of Miss Guire, who exerts hor- self continually for the relief of the sufferers. TRLRGRAPHIC. Nonwain, May 9-12 M. The two bodios remaining unrecognized last evening, appear, by a telegraphic despatch just received from Boston, to be.those of Dr. Butler Wilmarth, of Westsoro’, Mass., and Michse? Rearden, of Charlestown, Mass. The bodies wore seat by the express train this morning to their friends, The bodies of Mrs. Harley and child, of Baltimore, were also sent to their friends in Bostam this MOening, so that now there are no bodies remaining hore. ‘The trucks of the cars and tender have been removed, without any further discoveries. A derrick ta now being rigged, in order to raise the locomotive and tender as soon an possible. Bills are posted in different parts of the town, calling & Public meoting near the railroed oridge, where the disse ERALD.:. PRICE TWO | CENTS, ter took place, at 5 o'clock this P. M., for the pu:"pose of expressing the sy.:pathies of the citizens of Nu'twalk with the friends and relatives of the deceased, and ad'opt ing a memorial to be presented to the General AssemLYy of this State, now in session, fora stringent law to pre- vent the recurrence of similar accidents. Tt was stated as the 21 o’elock train was leaving, that public opinion, through the press and the common symi- * Pathies of our common kena, should be to put ale guards around the life of the traveller. This, viewing the Riyry ty 1 ane I, can be done only pocke! com: % resolu! pod lature od The ution proposed im nerve a! rate of ten tt each life occasioned by the mre rye ee worse for ita preservation, is ad hominum. The pedir the Lagative Commit of lvergation bad aie. | frelon, abe, fs inaming, Th pocns fecovery of But I would have the law force these companios Account of the Disaster by a Passenger. provide, in alfcases, for the comfort, as well et peeing New York, May 9, 1853. | of passengers. detail, I will name . Without going into 4. G, Buwert, E+. —The undersigned was a passanger ons nuliance wich the rathvond companies end omnibus in the New Haven cors at the time of the late accident | owners \nflict hoarly, by day and upoa not only at Norwalk, their pamsengers, but ie van wi rarer the Upyn starting: from Cenal street, I had taken a seat in | line of their travel. T ask you, sir, and F ask these com~ the first passenger car, which I left at Stamford to pro- | panies, what right they have (o stir and scatter suck: masse cure @ glaes of water, and on my return found my seat 8 of dant as obscure the very vision, on, for exam- occupied bya stranger. I quietly left, and took a pany in | ple, the Fourth avenus, Who cam breathe wit the second passenger car, remo’ from the seat an um- f comfort the air of that ter nise healthfal port am of com! © bot other portion brella and overcoat left there by some ourcity? Eyaw, and all the external and the passenger, and never claimed after the aceident—probably owned by tho lungs of passergers, and oétizens who'live on route, one who hed taken my former seat. The first I knew of | are all blinded end choked by this dust nuisance. Were’ any disaster the car in which I-was seated broke in two | there no rehhedy there would be an excuse for it. Bat at the part directly urder my feet, and those persons in | there is. The Sizth ayenue ines, alive 40 the of" front of me pitched forward. How I left the car, or how } their patrons and the citizers who live on that route, it Happened was not thrown forward with the rest Ido | have adopted the remedy. water the entire route not know, but some of those directly around me were | of their travel, and they convey their passengers for about killed, and others badly wounded. My escape wae» most | twenty five per cert less than the Fourtis aveaue line” wouderful thing to myself and to my friends. cars more comrgodious and comfortable. I heard no whistle to break up; there was in tier peer If the Fourth avenue lines of omsibuses and cars are net diminution of the-speed, and the first notice I of the | relieved from this su:foeating prosess, then the travellers accident was the 1 of the ear directly under my | should withdraw from their support. ' It will be ne great feet. Respectfully Bird matter for those who reside on either side of the way” 0. D. DAY, 32 Burling Slip, | from Union square to Twenty-seventh street, to ator: alae cae serous tothe Sixth avonue and go and come on route. It is shameful that ‘ties making out of these lines sueh immense profits skould levy on their patrons this additional dust tax, with all its annoyances and unhealthi- ness, when, at so little cost, they could prevent it. It is is same grasping spirit which, when extended, sacrifices life and limb. When, therefore, the subjects of life and are taken up, and measures are-adopted to preserve the one and avoid the other, let the same law provide for a com- puleory obligation forcing the companies te provide alse for the fort of the passengers, as well as for that of the dwellers on the various routes they run over. Notiee, I know, haa been given the officers of the Fourti= avenue route that if they do not remedy this dust nui- sance, by watering, the citizens who reside on the route will take measures, under some form, to force thom to it. The residents on the Fourth avenue, from Fourteenth te Twenty-seventh street, are tired of having their bodies Sir—You will please ater the name of Samson Smith: te Rappel Sternheimer, am the list of the dead of the late accident between this city and Norwalk, * * * New Yor«, May 7, 1863. ANOTHER RAILROAD DISASTER. COLLISION ON THE PATERSON RAILROAD. Two Men Fatally Injured and Several: Others Dangerously Wounded, 3 " "4 filled with dust—their groceries mixed up with it—thetr &, &., &. eyes-blinded by it—their apparel ruined by it, and their houses and furniture filled and covered with it. Between eight and nine o’clock, last evening, a-collision. REFORM. took place on the Paterson Railroad, about a mile-from Bergen Hil), between the Paterson emigrant train going west, and the Erie express train,coming east, by which two men were fatally injured, and several others wounded, It appears that on the Paterson train leaving Jersey City, it wae some three minutes behind time, and’ the conduetor stopped the train in Bergen Cut, and remained there a short time, awaiting the approach of the Erie train. The conductor then looked at his watch, and re- marked that the conductor on the down train had for- feited the right of the road, and proceeded slowly for- ward; and, at about a mile from the Cut, the down train approached, with considerable speed, and the collision took place, smashing both locomotives, and. driving the tenders both through the baggage car, carrying away also a part of the passenger car. The forward pas- senger car contained a number of emigrants, and the second car several gentlemen, residents of Paterson, on their way home. After the co'ision the conductors rebuked each other for running out of time, each one claiming the right to the road. The injured were lefton the road until assist- ance could be procured to convey them away. Some of. the passengers uninjured walked back to Bergen. Hill, and returned toJersey City by the Philadelphia train, Cure for Railway Accidents. : ae mnnOR OF mn ad YORK Eine would su; at instead of imposing a pei railway accidents, the islature should ouapal directors to accompany each through train, one to sit om the front seat of the front car, and the other on the back seat of therear car. We shall then hear of no more col- lisions from front or rear. These directors must be locked: To. Prevent Railroad Murders. TO THE EDITOR OF THR KERALD. Since this last.awful massacre of human lives by real- road careless piloting, it has me te suggest the- following to prevent these horrible butcheries:— Every State or Congress shall make a law, to go inte force immediately afterwards, to wit— Every railroad company stall oblige the engiacers of each and train to stop their engines one huadre@ rds befere arriving at each crossing place, bridge or nel, or any sudden turn or curve on the road, the penalty of $10,000, to be paid by the company: buteheriee, which are ‘oscurring’ tally. Respectaliy i es, are occurring daily. yours, JONAS P. LEVY. TO ‘THE EDITOR OF THE HERALD. Dear Six—Noticing your remarks on the accident af per, the thought struck me eas ey in this conse similar te 1e one |, which empowers a jury to s deodand on the property where the accident coon oe which was the immediate cause of the same? New Yorx, May 9, 1853, ‘A CITIZEN. The Danger of Draw ‘ In yours of Saturday, under the head of ‘Talk on’Change,” you state that within & year or two, the whole passengse rain bound from New York to Philadelphia came very near. being precipitated into the Haeke er. but for the disconnection of the first car, an lunged. into the river. This is not so. We dent for the past six years, and have passed and re-passed over the road w: correct the same on account of Jersey Railroad. Yours truly, J. W. WOODRUFF, Assistant Superintendent. Jersoy City, May 7, 1863. TO THE EDITOR OF THE NEW YORK HERALD. Referring to the above communication, which appear- ed_in Sunday’s Herat, I would merely state that the “Talk on ’Change’’ was right as to the fact of the ocour- rence of the accident, but erroneous in regard to partiou- lars. It happened, as near as I can recollect, im the spring of 1860, (it might be 1849,) on the Camden and Amboy line, on the way from Plriiadelphia to New York. I had with me my wife, nurse, two children and my wife’a brother. Some distance from ba ctagri fer Weng place called (Ibelieve,) Hightstown, where the r crowen, a bridge over a small creek, the village, whatever may be its name, is situated much below the road the tive ran off the track on the bridge, and was Uns a Additional Particulars. THE INJURED MEN BROUGHT TO THE CITY HOSPITAL* The Philadelphia train, after her arrival at Jersey City, returned back to the ecene of the collision under the direction of Mr. Seth Geer, the conductor of the Erie Express train, accompanied by Dr. Culver, of Jersey City. On arriving at the spot, three brakemen were found to have received frightful injury. Fanel 0’Garrow, brakeman on the the Erie Express train, was found to have his Ieft leg, just below the knee, com- pletely cut off, and the other most dreadfully crushed, 80 that it only held by the muscles and skin. The shattered limbs were bandaged up by Dr. Dav:d Ward of Hornsville, £teuben county, who happened to be one of the passen- gers on the expresstrain. The injured man is without family, and has a brother residing at the corner of Ninth avenue and Thirty-fourth street, New York. It is be- lieved the injury will prove fatal. He was conveyed in a carriage from Jersey City to the New York Hospital. ‘James Harrison Van Cleet, thigh broken, and other se- vere bodily injuries; his recovery is believed to be very over ithout accident doubtfol. “He has a wile and two children residing at | Into the stream, where it was broken to pecs. The on. Ne '. Pater- ineer jumped down bank and was not injui ent Jersey. He was brakeman on the Pater- | fer tive dragged with it the tonder, and titted ovec the - P f latform car, on which the baggage crates were placed, ind these were tumbled down the embankment. We re- mained on the road sometime, until a locomotive could be sent for from Bordentown. I was rather surprised that nore of the papers which I happened to see the following made mention of the accident, which might bave been attended with most disastrous hong eran Henry J. Griffin, brakeman on the Paterson train, had his right leg broken just below the knee. He has a wifo ‘and family residing at No. 115 Canal street, where he was token in # carriage, at his own request. It is believed he will recover, J. W. Ccsad, the baggage mmster of the Erie Express train, was, at the time of the collision, in the baggage car, the concussion and the force of the tender bursting throvgh the ear gave Mr. Cosad a violent shock, which knocked him through the door of the passenger car, from which he was hurled back again on to the baggage; he received’ some severe bruises and had his back sprained. Charles F razier, the engineer of the express train, escaped injury. Thomas Blakely, engineer of the Pater- son train, sprang off the locomotive, and in so doing in- jured his head and leg. None of the passengers on either train received any serious injury, but the greatest alarm prevailed for a time amongst them, not knowing at first the extent of the accident, Mr. Seth Geer, conductor of the Erie Express train, es- caped without injury, and so did William G. Gale, con- ductor of the Paterson train. CAUSE OF THE COLLISION. It appents from the statement of Mr. Seth Geer, conductor of the express train, that he was running on time, when he met the Paterson train, which ought to have remained on the double track in Bergen cut, until the express train had paseed. On the other hand, Mr. Gale, the conductor of the Paterson train, alleges that he was not aware of thejnew time tuble, and accordingly ran on the old time; and, not meeting the express train on the double track, believed he had a right to the road; hence the collision which took place at sixteen minutes past eight o'clock according to the time of Conductor Geer. More Drawbridges. TO: THE EDITOR OF THE HERALD. ° In view of the late horrible it Norwalk, I would: call public attention to tho fact that the drawbridge im question, as also those at Coscob, Bridgeport. and probs- bly others on the line of the New Haven Road, are all built at very short distances from the head of navigation of the respective inlets which they cross. Why was not the road built at the head of navigation and meces- sity of drawbridges avoiced? New Rochelle Railroad bill passed last year, per- mits that road to cross the navigable inlets on a route. ‘Will not the people compel this company to constraet their road on terra firma, at the head of the navigation of the Bronx river, and East and Westchester e 8, in- stead of passing for miles over salt marshes and croasieg three drawbridges? These streams are yearly becoming of more importanoe for lumbar, coal, &c., as the villages ‘at and above their heads increase in size and populatiou. Temperate Engineers on Railroads. New York, May 9th, 1853. 10 THE BDITOR OF THE HERALD. Dear Sin,—I was much interested in perusing an ar- ticle in your valuable paper of the Sth inst., relative to. railroads and the qualifications necessary to a good be neer. I hope the writer will continue such articles the public is brought to see that a great reformation ia needed in this department of railroad mansgement. But, in addition to the many very excel qualifies tions which he has enumerated, I beg leave to recommend, through your columns, the propriety of one more, w! to my mind, seems to be a very important *one, withont which all others will ever prove ineffectual. An engineer may be an educated man—he a Myo @ man of great experience, and with keen vision—he may understand all the laws of mechanics and the rules and regulations of bis employers, and may even have a desire to use al thie knowledge for the prea@rvation of those entrusted to his. care and yet, one excessive, one fatal glass, may: all those qualities not only useless, but perilous. I¢ may dim the keenest eye, and render cbscure the most death signal. It may derange the strongest intellect change the most steadfast principle into recklessness. I would, therefore, recommesd that W, H. J. add te his list of qualifications, the all important one of ah ance. Most respectfully youza, 8.D, W. ACCOUNT BY A PASSENGER. New York City, May 9—1P. M. gin—In coming from Paterson, New Jersey, last night, by the thirty-five minutes past seven o’clock train, witbin half a mile of the other side of Bergen Corner I wa nearly thrown from my seat by a violent concussion, fol a lowed by a recond, and then a sudden stoppage. recovering myself I found the front part of the car I in bad been driven completely through the next car. I got out on the track as quickly as I could, and on walking towaids the engine, found that’ a train had met her coming from Jersey City, and: had made her a eomplete — ” The Signal Gal at Norwolk, TO THE EDITOR OF TE NEW YORK HERALD. Sim—The statement published in some of the k, scattering our engine and tender on evo:y side. 7 i The fist two cars (neither train had becn driven into that I was obliged to hail the bridge — Res ig the next, and everything appearad a completo wreck. | twice— me second Lng = pony one dey my The two engineers, on seeing a concussion una- | opened the draw for the Pacific to pags, ont ts me atin’ bade turned of ‘theis steam and jumped | the time of the accidens, is utterly falge. | The signal Om bye two breaksmon wera, ‘not 0. fortunate, | been down five minutes at least before Tgeve, the Hage? « one had one leg taken. off above the ancle and the other 1 open ais hd SYXDEE, Captain steamer Ew diately. New York, May 9, 1853, Palice Intelligence. amashed between the cars, the other poor fellow his thigh apparently broken. A passenger alco had his log broken in the down trein. ny others suffered from being thrown amidst the wreck, and were terribly cut. It ap ared from what I could glean of the cause, that a new CRYSTAL PALACE POLICE, time bill had boon issued this yoorning, altering the timo | | The Chief of Police will muster into servic bags of arriving and starting. Our enginoer (ihe 6:45 from | twenty-five mea for duty st the Cart| mye Patterson) had notice of it, but the engineer of the down | designated the Coastal v¢ Police, are : train (an emigrant train, to take in passengers at Ra- | in uniform consist ing of blue frock = a b= gh mapo) had had no notice of it, or he said he had not | tons. Tha r intends to place am on Oa oy The consequence was, tha! instead with, and the other twenty-five men will to Sat we hed corps ia, 4 fowdays. Several of the New York Mexicam Bergen Corner, as he ought to have Volunteers are detailed in this Crystal till we had parsed, he came, om, was four Sain aeeall of is time, and two trains met one another, each ing t the rate of upwards of twenty milosan hour. Provi- Jerny Tutelligence. dence ordained shat the secldent was not voerionsar't | Tmncanox —Lant evening, Liberty Hall, Bergen, eu the fault of the railwa 0 the. princip Americanism. might have beon, but that is not the fau rallvag | dadinted tothe, principles o Unit is directors or its employes, Ionly know that if it ccenrred a mile further on, or our train had been four Uhaptor of Hoboken, ‘and American Chapter of Jpreqy, minutes bebind its time, too, we should have had another city. . Whe it tostop. Some farmers who lived . ale cia a ‘halt from tho apot heerd the concussi pose ~ and burried to the spot, They said the rame kind ol Thr yo dary accident had cooarrel there about the same ‘time Inat the sshelavs, ana Yours, respectfully, EAN, ge Ain. cst ec Necessity of Railroad Reform. TO THE EDITOR OF THE HERALD. If tho recent calsmity at Norwalk shall not remedy and omail after, Che Gret great year.