1873 An Excursion ends in Tragedy

On Saturday 23 August 1873, a trip organised by local employers Grayson, Lowood and Company ended in tragedy when the excursion train they had arranged to take their employees to the coast was crashed into by a train taking fish to London, with fatal consequences. Three people from the same family were killed, and many more injured, some so seriously that their recovery was in doubt.

Lowood’s were a refractory brick producer at Deepcar, just across from the railway station. The works stood on the site of a former chemical works (known as “The Chemistry”), and were started by local man John Grayson Lowood in 1860. The site was known as Lowood’s Gannister and Brick Works, which later became General Refractories. There was a gannister mine and a refractory works which used the gannister to produce heat-resistant bricks for heavy industry, one of their uses being to line the furnaces in the steelworks. As well as the site at Deepcar, there were also works at Attercliffe Road and Little Matlock near Stannington.

The Company had arranged for the whole of the workmen in their employ, together with their wives, sweethearts and friends, to go on a day trip to the seaside. Locals boarded a steam train pulling fifteen carriages at Deepcar Station around 6am before it headed for Sheffield to collect the rest of the passengers. Around 300 people set off for a day at Cleethorpes and the train was full.

The train headed off along the Manchester, Sheffield & Lincolnshire Line (MS&L) until it got to Retford. At this point the line was crossed by the Great Northern Line (GNR). What happened next was the subject of much debate, and countless column inches in the newspapers, but as the excursion train was running eastwards on the line just south of Retford Station, it was ploughed into by a goods train carrying fish which was heading south from York to London. Neither of the trains were going very fast, which probably saved some lives. The driver of the excursion train saw that the other train was running up the tracks at right-angles to his own train, and, because there was no way he would be able to stop in time, he bravely stuck to his post and put on full speed in an attempt to get his train over the crossing before the other train could hit it. He got his engine, tender, and five carriages safely across, but the sixth* carriage was struck full in the side by the Great Northern engine. The engine and the first five carriages ran some distance up the line before they could be brought to a standstill and reversed back to the station, but the latter part of the train was wrecked. The sixth carriage was shunted off the tracks and smashed to pieces, and the three behind that suffered a great deal of damage. * some reports say it was the 5th carriage

A signal tower stood about three yards above the crossing, a massive two-storey brick structure with a wooden platform upon which the levers were arranged for the signalman to control the signals at the crossing. When the Great Northern engine struck the excursion carriage, it forced it off the rails and into the corner walls of this signal tower before smashing into the tower itself, bringing the whole structure down upon it. A signalman called George Whelpton had been standing on the tower’s platform, and had a miraculous escape. When the brickwork of the tower had fallen around him, his platform fell with it, but came to rest on the top of the engine’s boiler. A ladder was fetched so that he could make his descent to safety.

The accident occurred at 7.38am, which was the time at which the clock which stood in the signalman’s box had stopped. The watch carried by a passenger called Joseph Nettleton was also stopped at the same time.

Three occupants of the carriage which was hit were killed. They were Thomas Allott and his wife Hannah, who lived at Woodland View, Stannington, and their nephew, fifteen-year old Arthur Allott of Hillsborough; his parents George and Ann were in the same compartment along with William Nettleton,* also of Woodland View, who narrowly escaped death, and a young lad called Joseph Gyte. The other occupants of the carriage received serious injuries, and it was said to be a miracle that more people were not killed.
*his name was often reported as Thomas, not William

At the moment of the crash, the Allotts were taking refreshment, and they, together with the other occupants of the compartment were in very high spirits in anticipation of a day at the seaside. After the crash they were found buried in the wreckage of the signal tower. Thomas, who was 38 years old, was found crushed to death, as was young Arthur, the latter having died from injuries both internal and to his head. Arthur’s mother Ann could be heard calling for her son before he was found dead. Hannah Allott, who was 43 years old, was found alive among the bricks from the tower, but was very badly injured and unconscious. What was doubly sad is that she was heavily pregnant, and the accident had caused her to go into premature labour. A doctor declared that she would not survive, and she died whilst being taken, along with other casualties, to the Queen’s Hotel, at around 10am. Rescuers were surprised that they did not discover any more bodies. The bodies of the dead were removed to an outbuilding adjoining the Queen’s Hotel, where they were laid out. One of the most seriously injured was William Nettleton, whose toes had been cut off in the accident. In addition, he was suffering from shock, and had lost a lot of blood from cuts to his head and throat.

The wounded were taken into the station waiting-room, and from there to the Queen’s Hotel, the Great Northern Hotel, and the Manchester, Sheffield & Lincolnshire Railway Hotel. Local doctors were in attendance, as were doctors fetched from further afield. A police cordon had to be put in place so that the medical men had room to work without interference. Local residents arrived bearing cushions, brandy, tea and linen for the wounded.

Initially there was a lot of speculation about the cause of the accident, and who was to blame. There were conflicting reports on the speed of the trains, and disagreement about what the various signals had been set to; had the driver of the fish train seen them and ignored them, or not seen them, or had they been set incorrectly by the signalmen? The driver of the fish train was George Bryant, and his stoker was called Greatorex. Bryant was injured in the crash. That evening the two men appeared before the magistrate, Benjamin Huntsman Esq., and were bailed until further enquiries had been made. The driver of the excursion train, Jonas Smith, was said not to be at fault, as he was running “in full accordance with the signals.” The Sheffield Independent thought that the very fact that the tracks of the Great Northern crossed the main line tracks of the M,S&L was widely agreed to be a “death trap.” “The simple question has to be asked, whether the companies that allow a level crossing to exist when, at an expense of a few hundred pounds, the one line could be carried over the other by means of a bridge, are not most gravely culpable. Nowhere in London, so far as we are aware, has an arrangement been allowed such as that which exists at Retford. All the crossings are bridged; and we have simply to ask ourselves why the one at Retford was not bridged also.”

Those who had been in the accident could be seen around the station trying to recover from the shock. Many had cuts on their faces, or ugly red scars. One young lad told a reporter, “I’ve got a rare lump on my head; but I’ve bathed it, and it’s gone down some now.” Just before the collision occurred a young man named Frost was looking out of his carriage window, and when he saw that a collision was imminent, he turned to his girlfriend who was sitting by his side and said: “We’re in for it old girl. We’ll die together.” He put his arm round her, and in this position they were dashed to the carriage floor, but they escaped injury. One of the passengers, Miss Sarah Pett, described the scene after the accident as “something fearful.” She told a reporter that she could see arms and legs protruding from amongst the wreckage, and she saw strong men were crying, and could hear women shrieking and calling in vain for assistance. She and her family were injured, but were not recorded on the official lists.

A train left Retford for Sheffield at 1pm, taking a large number of people back to their homes, including some who were badly injured. Some chose to visit Retford, getting boats on the canal and spending the day on the water; quite a few carried on to Cleethorpes, but the reporter could not ascertain whether any of them belonged to the Deepcar party. Throughout the day “thousands of persons” arrived to view the scene, the majority of these “sensation seekers,” as the newspaper reported, being Sheffielders. The platform was crowded all afternoon, and as well as “sightseers,” every train brought relatives of the sufferers, who were anxious as to the condition of their friends and family.

It was reported that those who had been injured had been “very much annoyed” by the attentions of one or two solicitors and their “touting” clerks from Sheffield, with “needy members of the ‘honourable profession’ making a rich harvest by such a calamity.” As soon as they heard about the accident, they hastened to the spot to get the names of the injured, and, in spite of the many objections to their behaviour, they pestered the sufferers until their cases were placed in their hands. “The cool impudence of these persons is almost incredible. Although acting in antagonism to the company, they have asked to be supplied with free passes between Sheffield and Retford, that they might make the journey at will to ‘consult their clients.’ The company, out of consideration for “their clients,” declined to grant the favour. – Sheffield Independent

It wasn’t just the legal profession who saw an opportunity; not long after the accident a telegram was received from a “Patent Coffin Company, Limited,” offering to supply as many coffins as were needed within an hour after receiving the order.

The Coroner opened the inquest at the Queen’s Hotel at 4pm the same day. The main purpose was to officially identify the dead, so that a burial order could be issued. The first witness called was James Gregory of Woodland View, Stannington, who was called to identify the Allotts. Mr. Gregory was the manager of Lowood’s colliery and gannister pit. He said he was acquainted with the three people, and he gave their names and ages; Thomas Allott had been one of his workmen and also lived at Woodland View. Hannah was his wife, and the boy Arthur was their nephew. The case was adjourned for two weeks, and the jury then went and inspected the scene of the accident.

Meanwhile, the injured had been removed to local hotels. One of those taken to the Queen’s Hotel was a lady from Deepcar, Mrs. Fanny Chapman, who had suffered crush injuries to the top of her body and her head. The others at this hotel were Edward Smith and his wife from Walkley, George and Ann Allott of Hillsborough (the parents of the boy who had been killed), and Joseph Gyte of Hillsborough. Edward Smith had a broken leg, the other leg being very bruised, a severe back injury and cuts to his head. He told a reporter, “I am a contractor living at 100 Cliffe Street, Walkley. I have just finished a contract with Mr. John Lowe for the making of a tunnel at Deepcar. I am a married man, and my wife lies in the next room. She has a child sucking at the breast. I have three children. I joined the excursion train at Sheffield, and we left there at half past six o’clock or a quarter to seven. We went all right until we got to Retford, and on running towards the crossing there – I mean the crossing over the GNR – I saw what I thought was a luggage train coming straight into us. She appeared to have steam on, but I can’t say whether she was running at full speed. I was sitting in a compartment of the carriage which was next to the one in which Mr. and Mrs. Allott and their nephew were killed. I was sitting with my face to the engine and my wife was sitting by my side. When the collision came I was knocked clean through the window head first, but I was not rendered insensible. I had my arms folded in front of me, and I fell on my face between the engine of the fish train and its tender. The bricks of the falling building fell upon my head, back and legs. I am in great agony from my legs and back.” His wife was lying in the next room with her child lying by her side, and several nurses were in attendance upon her.

George Bryant, the driver of the fish train, and William Nettleton, had been taken to the Great Northern Hotel. Nettleton was in a critical condition, having had his toes cut off as well as having internal injuries and cuts to his head. He was unconscious for around 24 hours, coming round briefly on Sunday morning. By the evening he had rallied sufficiently to recognise the relatives by whom he was surrounded, including his sister and brother. Bryant was found to be much more seriously injured than was at first supposed, with internal injuries and bad cuts to his head. He too was unconscious for some time. A Joseph Nettleton had also been injured, with cuts to his head and face. He was William’s brother. He was not one of Lowood’s workmen, but had friends who were, and went along with them. Joseph returned home to Sheffield to fetch his father, and he told a reporter, “there were two women in the carriage and my brother; they were screaming when the engine struck us, but I do not remember much after that. We were all so confused that I hardly know what happened. My brother was very badly hurt; I fear that he is killed. I want to get home, and send my father to him by the next train. I do not know how many are killed. One of the women was very badly hurt.” He was being accompanied on his way home by an older friend.

Four people from Stocksbridge and Deepcar were taken to the Manchester, Sheffield & Lincolnshire Railway Hotel. Mrs. Armitage of Carr Head, Deepcar, was suffering with cuts to her head and face. Mrs. Jane Simpson of Stocksbridge had pain in her ribs and side, John Helliwell of Hollin Edge, Deepcar had cuts to his head, whilst his wife had internal injuries. Mr. and Mrs. Helliwell had been in the carriage immediately behind the one which was struck by the engine. He was in a lot of pain, and thought that many of the others in his compartment were hurt by the falling bricks.

Mr. Lowood, who had arranged the trip from Deepcar, and his wife and children, who occupied one of the first-class carriages which were at each end of the train, escaped unhurt. Mrs. Lowood was suffering from shock, and was sent home by road, not wanting to get into a railway carriage.

James Gregory of Woodland View was the manager of Lowood’s works, and had been the man who organised the excursion. He was in the fifth [sic] carriage from the engine, second class, and sharing his carriage compartment with his wife and four-year old daughter, John Gregory and his wife, Amos Denton and his wife Zilpah, Richard Tattershall (the blacksmith of the works), and two ladies. Such part of the carriage as remained intact was knocked to a distance of some ten or twelve yards. Nearly all of the occupants of the carriage were thrown out, and the seats and the whole of its side were demolished. Mr. Gregory was in the end compartment. The centre one was occupied by George Underhill and his wife, Mr. George Underhill senior, Edward Smith and his wife, and others, and the compartment at the other end contained the three who died (Thomas Allott, his wife Hannah and their nephew Arthur Allott), Arthur’s parents George and Ann Allott, William Nettleton, and a boy named Joseph Gyte. Nettleton and Gyte were seriously injured but survived. Mr. Gregory told a reporter that he was thrown out of the carriage with such violence that he turned a complete somersault in the air. Also in this carriage were John and Hannah Helliwell of Hollin Edge, Deepcar. They both suffered internal injuries. After the crash, John could hear his wife calling to him, and found her almost completely buried under the debris. It took a considerable time to remove the bricks and dirt before she could be removed. He sat on the bank for half an hour before he recovered from the shock.

When the Coroner’s inquest resumed, more witnesses were called, some of whom, like James Gregory, had given evidence at the original inquest. There was a long and detailed discussion about the signals, their observation, and the rule book for employees. In summing up, the Coroner said that there was no positive evidence that the driver of the fish train had actually seen the signals, but because he was in charge of the train, it was part of his duty to see the signals and act accordingly. He directed the Jury that this lack of evidence, and the lack of evidence that the driver wilfully disregarded the signals and rules, meant that a verdict of murder would be wrong. The evidence pointed to a man who might have seen the danger but did not look and see what the signals said, which he should have done, and this would merit a charge of manslaughter. The jury retired and after a quarter of an hour returned a verdict of manslaughter against George Bryant, the driver of the Great North train, meaning he would stand trial on that charge. The proceedings had occupied almost eight hours.

The following day Colonel Rich, R.E. opened his own inquiry on behalf of the Board of Trade. There was a great deal of discussion about the rules and regulations, the design of the crossings, other accidents, and so on, and at the end of the day the inquiry was adjourned. When it resumed the following week, the Sheffield Independent reported that, “the proceedings presented no features of public interest, and at the conclusion of the sitting, the inquiry was adjourned.” When his report on the accident was published on 16 September, Colonel Rich’s conclusion was that no fault could be found with the signalmen on duty that day, but he thought that the accident appeared to have been caused “by most unaccountable conduct on the part of the driver of the fish train,” and that neither he nor his fire-man had noticed the signals. He thought that there would be no difficulty in getting rid of the level crossing where the accident had happened. In fact, this alteration was not carried out until 1964!

On 19 September, George Bryant appeared in a local court on a charge of manslaughter. The prosecution alleged that the death of those who were killed was caused by Bryant’s gross negligence because he had disregarded the signals. Witnesses were called to support this, proving that Bryant had been provided with a copy of the Company’s rules and timetables. Signalman George Whitehead once more told his version of the collision, and gave a description of the signalling system. Several other witnesses were called, but because three material witnesses were absent, an adjournment was granted, and bail was accepted. After this second hearing, Bryant was committed to stand trial at the Nottingham Assizes (where the most serious cases were heard) for manslaughter.

Just before Christmas that same year the signalman from Retford, Charles Whitehead, committed suicide. He had worked for the railway service for 22 years but had become increasingly depressed after the accident, and had on more than one occasion declared his intention to “make away with himself.” He had seen a doctor, who had been trying to have the railway company move Charles from duty at Retford to elsewhere, in the hope that the change of location would help him. He had gone to a gunsmith a few days before and purchased a pistol, and on a Monday morning, whilst his wife had gone to hang out some washing, he placed the pistol in his mouth and pulled the trigger. The Coroner opened an inquest, and heard how Colonel Rich had asked Charles some “very searching questions,” he being one of the principal witnesses. “Whether he thought he had committed an error of judgement or a graver offence on the occasion alluded to will never now be known,” reported one newspaper, and the jury returned a verdict that he committed suicide whilst in an unsound state of mind. He seems to have blamed himself even though the official inquiry did not assign any blame to the signalmen themselves.

George Bryant appeared at the Nottinghamshire Lent Assizes in March 1874. A great deal of discussion took place about the workings of the railway, the crossing and the signals, and witnesses were called including Jonas Smith, the driver of the excursion train and George Whelpton, the signalman who narrowly escaped death when the box he was in was crashed in to. The defence stated that Bryant had made a mistake, “and there was not a man in Court so sorry for it as he was. That was no reason why they should make a victim of him.” It was also said, “would a man with his eyes open, knowing that he was on the engine in front of the train, go right into the middle of another train if he could help it? The driver and the stoker were the men most likely to be injured under such circumstances, and especially if they had the courage and manliness to do as the prisoner and his stoker did – do all they could to reverse the engine and stop the train, and go right into the middle of the crash without attempting to jump off the engine. This was not a case of culpable negligence, for the prisoner was misled [by instructions and signals].” So, whose fault was it? The defence did not want to speak ill of George Whitehead, but did he make fatal mistakes? Bryant had been “the victim of circumstances,” and since the accident, the Company had altered the system of signalling at Retford Station. The case occupied the Court for upwards of seven hours, and the judge summed up at great length, but it took only five minutes for the jury to return its verdict of “not guilty.”