302 Mr POWER, ON THE PREVENTION OF THE 



at once to lay before him the historical conclusions at which I have 

 arrived, so far as they are connected with the object I have in view. 



I will take up the narrative at that point where the train, with 

 two engines in front, was making its way from the Horley Station in 

 the direction of Brighton, and was proceeding with apparent safety at 

 the rate of about 30 miles an hour. The leading, or Pilot engine as it is 

 termed, was a small four-wheeled engine which had been put on at the 

 Horley Station, in order to afford a temporary assistance to the large 

 six-wheeled engine which had brought the train from London. I shall 

 call these the first and second engine respectively, as they occurred 

 in the order of the train, though it may be worth mentioning, that, 

 in the evidence of Goldsmith, the driver of the pilot engine, these 

 terms are used in the inverted sense, the large original engine being 

 named the first, and the smaller engine, which was subsequently pre- 

 fixed, being named the second. 



On approaching a certain cutting, called " the Copyhold Cutting," 

 and at a distance from it of about half a mile, the driver of the second 

 or large engine turned off his steam, his motive for so doing being, 

 that he might reserve his steam for the latter part of the way to 

 Brighton, when he should be deprived of the assistance of the other 

 engine. By this operation the speed was reduced from 30 to about 

 20 or 25 miles an hour, and the train was continuing to proceed with- 

 out any inconvenience over the half mile which intervened between 

 the place where the steam of the second engine was turned off and 

 the entrance of the cutting. 



Before entering the cutting, a labourer on the road was observed 

 to hold up his hand, the usual sign for slackening speed. Upon this, 

 the driver of the first engine turned off his steam " to within half an 

 inch," an interval which (as the regulator in closing the aperture, 

 through which the steam enters into the cylinder, moves over a quan- 

 drantal arc of seven inches radius ',) corresponds to a deficiency of about 

 ^ from the whole extent of the range. 



* See description of Stephenson's Locomotive Engine in the new edition of Tredgold on 

 the Steam Engine. 



