A big crowd gathered inside the court today for the opening day of the trial of Sir Topham Hatt aka "The Fat Controller". The charges read out related to the negligent running of a public railway and the endangering of human life on many counts.

Mr R.Beeching QC - appearing for the prosecution, began to state his case by showing the jury exhibit A. This was a strange collection of used bricks. Mr Beeching addressed the accused stating he had shown a disregard for public safety as far back as 1945. The prosecution referred to a documented incident where the North Western Railway locomotive number 3 failed with excessive water in the cylinders. The lawyer stated that the accused decided, instead of repairing the said locomotive, to leave it deserted in a single bore tunnel with the portal partly bricked up using the bricks shown.

Mr Beeching went on to say that the defendant then cut a brand new tunnel, adjacent to the original, with work completed in a matter of days. The lawyer stated that proper safety procedures could not have been followed in such a short space of time.

When questioned about the above matter Mr Topham Hatt declined to comment - stating that his doctor had "forbidden him to speak". Mr Beeching stated that the defendant's silence was "a sure sign of guilt".

Continuing the prosecution, Mr Beeching stated that Mr Topham Hatt showed a further disregard to the safety of the passengers just a few weeks later. An incident was recounted where N.W.R number 4 suffered a failed safety valve near to the tunnel. Due to a lack of available engines N.W.R number 3 was brought out of the tunnel to take the train. The prosecution stated that the locomotive had not passed any fitness to run exam, had not been oiled and was not given enough time to be brought to working pressure.The fact the train made it safely to its destination, assisted by N.W.R number 2, was a miracle.

Mr Beeching went on to state that the quick return to service may have been a contributing factor to the engine suffering steaming problems and requiring a major rebuild in subsequent years.

In defence Mr Awdry QC stated that the water in the cylinders incident was a complete fabrication of the truth. In fact the engine simply "refused" to leave the tunnel because it did not want to get his paint dirty. The cutting of a new tunnel was, in fact, well under way before this incident and photographs of the incident clearly show a second tunnel portal with track already in situ.

Mr Awdry stated that no time has been officially recorded to state the duration between the fire being lit and number 3 returning to service at the head of train.

The trial continues.....