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riFE LONDON CORRESPONDENT.

DISASTER ON THE MANCHESTER…

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DISASTER ON THE MANCHESTER SHIP CANAL. Since the beginning of the Manchester Ship Canal the work, like all other gigantic engineering opera- tions, has been attended by considerable loss of life and injury to limb; but on Saturday a disaster occurred beside which all previous accidents sink into insignificance. At about one o'clock in the morning two engines, named the Northwich and the Altrin- cham, were attached to a number of wagons loaded with soil or rock dibris. The train was running along the line of rails above the rook cutting on the Ince section, about six miles from Chester, when it became the duty of George Pratt, a lad of 17, to pull a lever turning the train from one line to another. Pratt—probably tired out witli his midnight duties—turned the points in the wrong direc- tion, and the entire train of two engines and 24 coaches was precipitated down an embankment 60 feet deep into the watting below. Here there was a gang of men at wort, as a spectator described it, as thick as bees." It is conjectured that they were eating their supper when the laden train fell upon them. The drivers and firemen of the Northwich and Altrincham escaped destruction by taking a flying leap from their engines, but sustained injuries consisting of cuts and broken limbs. The scene in the cutting, as the rescuers got to work, was horrible. As the wrecked engines and shattered trucks were tediously removed the corpses were discovered, one by one, so horribly mutilated in many cases as to defy recognition, while one man's body was actually severed at the waist. Altogether, ten men were re- covered dead, and six others, suffering from injuries, have been removed to the Ship Canal Hospital. The names of the deceased are not yet fully known, and even had their "booked names been obtained this would probably have afforded the means of merely local recognition, as most of the names entered are either nicknames or fictitious. They were known, how- ever, as an exceptionally steady set of men. The Cheshire police have been engaged in the work of identification. So far the dead recognised are Patrick Doyle, J. Jones, J. Crawford, C. Mercer, J. Welsh, and W. Willis. The injured are Lee, Doyle (whose brother was killed), Smith, and Firth. Pratt, on seeing the awful consequences of his blunder, at once absconded, but was arrested five hours later at the coffee tavern, Ellesmere Port, by Sergeants Brewster and Ennion, and taken in custody to Chester. Among the workmen employed on the canal and the residents at Ellesmere Port there is general condemnation of the system under which young and inexperienced lads are employed at the points. On Saturday afternoon Pratt was brought up at the Chester County Police-court, charged with man- slaughter. The police-sergeant said that when arrested the prisoner exclaimed, I thought they were empty waggons." The chairman, Mr. Trelawney, haying commented on the fact of so small a boy being in charge of the points, the prisoner was re- manded. The accounts furnished officially to the Press by the Ship Canal Company states that a train of loaded waggons and two engines were making for the over- land incline on to the Ince rocks when, so far as can be ascertained, the accident was caused by the points having been turned for the wrong road. The train made for what is known as the Dead-end Incline, leading down at this point to the rock cutting, and I the waggons and engines fell over the side of the cutting into the bottom, among a gang of men, as described above. At the point where the calamity happened, day and night shifts are employed for the rapid prosecu- tion of the work. The accident occurred in the darkness between one and two o'clock in the morning, when the operations were being conducted by the light of oil and gas lamps, and a train of 23 tip- waggons loaded with stone and soil excavated from the cutting was being pushed—not drawn-by two locomotives up an incline on the temporary railway which runs along the canal bank. This platform is approached by a decline of slightly easier gradient, and just at the bottom of the dip is a switch by means of which waggons running on the main line are turned off on to a I' siding to enable any train coming in the opposite direction to pass along. This siding is 225 yards long, and at the end there was a -dead wall, so to t speak, of earth and rock, the siding as a matter of fact being constructed on a decline in the side of the cutting, the rails running from the surface Co a point about 35 feet above the base of the canal. The sole cause of the catastrophe was undoubtedly the act of Pratt, the lad in charge of this switch. The ill- fated train came down the decline and along the in- cline, passing the points all right, Pratt holding the switch across at the time by sitting upon the handle. The speed attained was not sufficient to push the heavily-laden train up the steep gradient, so that it was brought back and taken away up the other incline again, so that the speed might be increased; and now Pratt—because, as he says, he thought a train of empty waggons was coming along, and that they required to be shunted into the siding out of the way —turned the switch. The train came along at full speed, which increased as the downward siding, inslead of the upward main line, was reached, and then the whole train and locomotives, tearing away with terrific force the dead wall, were precipitated over the embankment and fell upon the gang of men working in the cutting 35ft. below. The majority of the men who were killed must havü met with a mercifully instantaneous death, though three of them were simply suffocated by the debris. Sixty- two men were working in this part of the cutting at the time, and they were all congregated in this par- ticular spot, as some blasting operations were in pro- gress, and they had left the place at which they were working until the dynamite exploded. The official list of the 10 navvies killed is as follows T. Craw- ford, Stapleford, near Tarvin; C. Mercer, Frodsham- bridge; J. Price, 59 Hut, Ince, friends supposed to be in America; J. Hinton, nothing known W. Willis, supposed to be from Leaton; J. Jones, nothing known; J. Heaton, known only as coming from Liverpool; W. Doyle, Sweetman's-avenue, Blackrock, near Dublin; J. Welsh, known only as coming from Liverpool; and C. Cook, supposed to be from Crosby, near Liverpool. There were three men on each of the two locomotives-a driver, a fire- man, and a rope-runner. All six were fortunate enough to escape by jumping off the engines when the fatal mistake was seen. John Swan, the driver of the engine Northwich, as =soon as he saw the mistake shouted to the others to jump fcr it. The fireman, who was on his left, hesitated, whereupon he seized him and threw him bodily off. Swan, to use his own words, simply fell off anyhow," escaping with cuts. The waggons were smashed to bits and the debris was piled up in an indescribable mass, the two engines standing upright one upon the other, the funnel of the last one showing above the top of the embank- ment.

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