The Stourbridge Observer, Cradley Heath, Halesowen & District Chronicle.
Stourbridge, West Midlands, England, 1876-12-30 00:00:00

RE STOTTRBRIDGE OBSERVER

this way fourteen trains were got off, and gradually those
who preferred returning to London were despatched in
special trains which came down from flitobin, but it was alter
eleven o'clock before the first up-train reached London.
The down Manchester express to .which the accident oc-
curred bad been on Saturday, as is usual at this period of
the year, divided into two portions. The first driven by
Pepper, a valued servant of the company of twenty-five years'
standing left King's-cross at 2•45 pm. Mr. Cockshott was
on the platform when this train departed, and exchanged a
few words with Pepper on the necessity of extra caution at
this season, though his confidence in the man was unbounded
In the second portion of the train travelled Lord and Lady
Feversham, who had been In London that day to attend the
marriage of their son. Vir.count Helmrley. On finding the
line blocked at Hitchin the Earl and Countess retnrned to
London. Mr. Calcraft, Assistant Secretary to the Board of
Trade, was also in the Manchester express, but after tele-
graphing to Captain Tyler he proceeded on his journey into
Yor ksh ire.

The following are the names of the persons killed :
Helen Longstaif, lady's-maid to Mr. Lett, of Dulwich-
house, Dulwich.
A woman, aged about 30, with linen marked " L.T." This
is believed to be a ISEss Thompson cf Grantham, but owing
to the breaking down of telegraphin communication between
this place and London, no certain information has been ob-
tained.

Morris Michael, a German tailor, residing in Goniston-
skeet, Whitechapel, travelling third Glass to Manchester,
where he was proceeding to fttiill an engagement,
Thomas Pepper, engine-driver of the Manchester express.
George Smith, stoker of the same train.

The spot where the accident occurred Is four miles from
Hitehin, and five from Biszgleawade. Aria:ley is noted for Its
manufacture of perforated bricks now so much used in build-
ing. For the purpose of giving facilities to the trade the
siding was constructed; then other businesses were esta-
blished, and in course of time a number of houses have
grown up aroand them. Shefford-soad, the station for the
village of Arlesey, is distant five miles.

Amongst the servants of the company the opinion prevails
that the driver and stoker lost their lives tbrongh their
precipitancy. Had they remained at their posts on the
engine, their lives would lot in all probability have been
sacrificed, or at least they might have escaped with a
severe shaking. Pepper was one of the best conducted men
the company have ever had. He had been in their service
for twenty-five years, and was a careful and experieneed
driver.

The alarm of the uninjured passengers was heightened a
few minutes after the accident by some perrons-stating that
a coal -Iran was approaching; and numbers, heading the
cry, ran for their lives across the neld only to find that a
mistake had arisen, and that the train had bean stopped by
the signals.

A thrilling story is told of Monk and his son's escape. In
his own words, his nurative is as follows "I was going
down to Billingborough, accompanied by my little son, a
lad of 15, for the purpose of spending our Christmas holt-
days. Everything went well with our train until we reached
Ariesey. We were in a seoond•class carriage in the centre,
and I was just beginning to deze when I heard a smash,
and almost instantly the glass in the windows cracked,
and the carriage began to vibrate. There were seven
passengers besides myself, and In the twinkling of an eye
the floor gave way, and the seats fell from under m—
in fact, the entire carriage, as though it wore no
stronger than a ma,chbox, split entirely into pieces. All of
us fell through on to the ballast, over which we were dragged
a few feet. Seelne an opening, I crawled out terribly
alarmed. My first impulse was to rescue my &Aid, El sppily
I was able to re'z3 him, and drag him from beneath the
broken MOIL Neither of us was hurt, the only lejury I
received being a scratch across my right wrist and hand. All
the other passengers crawled out, I believe, the same
way, uninjured. Seeing what had occurred.. I ran
to the signal-box and looked at the signals. Many persons
followed me. and I did my utmost to prevent them entering
the be; and so interfering with the man on duty. They
wanted to send telegrams to their friends, but it was neces-
sary first to stop the trains, and so prevent any further
calamity. Having seen that all necessary telegrams had been
despatched, I hastened' to the wreck, and superintended the
rescue of two bodies—that of Mr. Michael, and a female whose
name Ido not know. Many of the passengers escaped from the
train by getting through the windows. Three or four carriages
were piled up, and it was from this debris that the injured
mostly were taken. A surgeon who was a passenger
rendered early and most efficient aid; and obtaining a num•
ber of bandages, whence I do not know, he bound up broken
limbs and sprains, and worked with an assiduity rarely
witnessed. It was a most fearful scene, and such as I never
hope to see again."

" D." writes to The Times :—" I was a passenger by the
halts on the Great Northern Railway which met with the
accident on Saturday, and assisted in transporting to the
inn two of the wounded—one a ease of fracture of the leg,
the other one of injury to the back. I was most painfully
impressed with the urgent necessity of having proper carry-
ing chairs and stretchers in readiness for such emergencies.
In Holland, where, however, accidents are very rare—
the Government, I believe—compels all trains to carry such
apptiances In England, no doubt, such compulsion would
be impracticable: but I am sure that the public, who
subscatbe so liberally for ambulances for Turks and Ser-
'dans, would gladly contribute for the relief of persons ho
less deserving of sympathy and assistance at home. It
would be impossible to witness the intense sufferings of those
two injured persons for the want of proper means of trans-
port without an earnest desire to prevent such unnecessary
sufferings for the future. The selfish feeling, too, that no one
can tell whetter his own turn may not come next would,
doubtless, stimulate generosity. I sincerely hope that this
suggestion may not fall to the ground, but may induce some
persons of influence to take she matter up and establish
some kind of railway passengers' ambulance society for the
purpose of supplying all guards' vans with stretchers and
carrying chair., to which might be added splints, torniquets,
bandages, strapping, stc."

GOVERNMENT INQUIRY. •
Captain Tyler, one of the Government Inspectors of
the Railway Department of the Board of Trade, who
visited the scene of the Arlesey accident on Sunday,
and made himself thoroughly acquainted with the
locality, thought it desirable not to allow even Christ-
mas Day to interfese with the prosecution of his official
duties, and having obtained the ready concurrence of
Mr. Oakley, general manager of the Great Northern
Railway; Mr. Richard Johnson, engineer•in-chief ;
and Mr. Cockshott, superintendent of the company,
he kft King's Cross at 11 a.m. on Monday for Hitchin,
where in one of the waiting rooms at the station his
official inquiry was opened at twelve o'clock. Mr.
Oakley, Mr. Cocknhott, Mr. Johnson, Mr. Alexander,
and Mr. Lavey were present on behalf of the Great
Northern Railway Company; and Mr. Graham on
behalf of the Association of Railway Servants. ,

William Thacker, second guard in charge of the leading
portion of the alancheater down express train, said: On
Saturday last I was travelling in the front van of the down
express leaving King's cross at 245 p m. We left two minutes
late. The rails os that afternoon were damp and slippery.
We ran through Hitchen at the usual speed, and, leaving a
quantity of parcels in my van, I was engaged in sorting them
at this time, and was not looking out for signals- While thus
engaged I beard the dtiver whistle for the brakes. t imme-
diately applied my brake, and had got it hard on, the train
travelling very rapidly at the time, when, on arriving, as I
believe, about midway between the distant signal and
Arlesey signal-box I looked out for signals, and saw the home
signal at "danger." It was twilight at this time, and I saw
both the semaphore arm and the lamp at danger. I did not
see the distant signal, as I had not been whistled for
until the train had passed, it. I was at my brake when
the collision occurred, and I held to the wheel as the best
means of saving myself from what I feared might follow
immediately. I was slightly hurt, but not badly enough
to prevent my attending to my duties. I do not
know the speed at which we were travelling. The steam
escaping from the engine enveloped my van, and I Law
nothing of my driver and my stoker; but I did observe that
the reversing lever of the engine was in front gear. The
tender brake was hard down. While running between
Iliechin and Arlesey the weather was tolerably clear, with a
little snow.falling. The signals were, however, clearly
visible. My brake was in good order. I heard somebody
call out, as we passed the home signal-box, "Look out," or
"Jump out, but I stuck to my wheel.
William Graves was next called, and said,—l have been a
signalman at Arlesey Siding during the last eight years. Two
years ago all the signals were interlocked with the points, and
we have continaed since to work them upon this principle.
My book shows that at 3.18 p.m. on Saturday I received
information from Hatfield by telegraph that the first portion
of the 2. 45 p.m. express passenger train from Kingeecross had.
passed that station at 3.16 p.m. Such trains are always tele-
graphed to me from Hatfield. My book also shows that at
3. 31 p.m I received from the Cadwell signal cabin the "Be
ready" signal. This signifies that the down express was ap-
proaching Cadwell. At 3.35 p.m. I received from the
Cadwell cabin the signal "Train on line," to indicate that
the down express had passed that cabin. These times are
taken from my own cabin clock. I had given "Line clear"
to Cadwell cabin at 2.41 p.m., and the train then travelling
having passed through Asiesey, my home and distant signals
were put at " Danger " for the protection of that train in
accordance with the absolute block system. These home and
distant danger signals had not been lowered when I received
from Cadweil the signal "Train online." I could do no more
with the signals, but Mr. Walters, the station agent, having
sent a porter at this moment to my box, who infoimed me
that some good trucks had fouled the down line, and
that both up and down lines must be blocked, I
threw out of my cabin winaow a red flag, teed
told the porter to run back and stop the down
express. I had received from Langford block box north of
Arlesey Siding station, notice that a pick-up goods train had
passed at 8.6 p.m. It arrived at Arlesey Siding at 3.30 p.m.
1 pulled over the points of the cross-over road to enable
this goods train to shunt from tke up across the down main
line on to the western sidings. I could nos possibly have
performed this operation with the points unless my home
and distant signals had been at danger. I observed the
engine of the pick-up goods train had come to a stand en the
up line, awd I called out to the driver and others, asking
them why he did not see back as the dowa express was about
due. Mr. Walters at this moment came up to my box, and
told me two or three trucks were off the road. I instantly
turned for my bell for the purpose of blooking the
road when the Cadwell signal-man gave me "Train
on line." I did not then make any further attempt to block
the road. I looked southwards up the line, and distinctly
saw at about one and a half mile distance She down express
approaching Arlesey. The porter with a red flag had left me
only a few moments at this time. I could see the semaphore
arm of my distant signal, 800 yards south, was at "Danger."
let was in a perfectly horizontal position. I could not see the
red lamp becalm there was too much daylight. I did not
hear any whistle from the down express. The train appeared
to pass me at about the ordinary speed of a fast passenger
Wain. These trains generally run the distance between Cad-
well and my box ht 2 or 3 minutes. I am allowed to exercise my
own judgment as to allowing one train to cross the main
line when another is due. When the pick-up goods train
arrived on Saturday, I allowed it to cross because I thought
it
,t tri 1 Wouldpebrlteohnerke
we clearbeweaealkdg gthtoeheneveseleavingcread mining
cwh lines
eeud
He cabin
tboei inh ei
II.b.:JE
rut
ettcommencing beforenot
m they p practice
ae
such down
tie
e
operation, unless in the case of fog or or snow storms, when
the signals cannot be plainly seen. It was the accident of
the rails at the fixed point which
caused the down line to be blocked for a longer time than
he expected, and this fact was only brought to my know-
legde when It was too late to enable me to block back. If
I am asked to shunt any train within seventeen minutes after
a passenger train has passed Hatfield I should refuse to do
so; but if there was a period of twenty-one or twenty-two
minutes I should allow It to be done. But after a train had
left Hitchin I should never allow any shunting to be carried
en at Arlesey. The witness here produced his printed
regulations which, he said, were exhibited in his cabio and
pointed out, by reference to Rules 6 and 7 and rule 4,' how
impossible it was for accidents to occur if the instructions I
therein given were faithfully carried out. 1
Mr. Philip Walters was next oalled. He said' I have
been stationmaster at Arlesey siding for the last fifteen 1
years. I saw the plak-up goods train arrive about 330 p.m.
on Saturday last, and Immediately alter it had passed the
signal-box I observed i: setting beck on to the western
Wings. Before the down line was clear of the goods
waggons the train came to a standstill, and upon looking
into the cause of this, I found some of the trucks had left the
metals. I shouted to Graves, the signalman, to block both up
and down lines and called to a porter, telling him to run up
was nearly due at this time. I went immediately to the spot
the down line with a danger signal. I kaansnegdwuigt
quickly
ledy
instruction;
ntpr eoulptiirbeelnsese.
Itwodh
iedr where
somen tehtes wea
platelayers gt gh oeu sd ow we
tnroe
express
replacexffp
ress until it had arrived nearly
ground. After the opposite elle home signaL At that moment I saw the driver
col-
lision my attention was devoted to blocking the line and
Pepper, between the en
telegraphing for assistance. The collision occurred while
metals, and it was so sudden that there was great difficulty
beard two sharp whistles from
the platelayers were trying to replace the trucks upon the
in getting out of the way. I
I the down express engine when the train was somewhere
' near the down home signal, and it was immediately after-
!wards that I saw the driver either jump or fall from his
engine.
1
George Bygrave, examined: I have been nearly two years
by Mr. Walters to tell Graves the signalman to block both
porter at the Aejesey siding station. I was sent on Saturday
lines. He told me he could do no more than he had
, done, as the down express had passed the Cadwell box.
' H 9 threw me out a red tag and told me to run up the line
engine
andt he metalst
thh ee m

as fast as possible and stop the down express. I ran as fast
as I could, and had reached the home signal when the ex-
press passed me. I could see the express approaching Arlesey
when I started to run. I was then near the distant signal.
The express was travelling at its ordinary speed, and I was
greatly alarmed. r cannot tell whether or not the driver
had shut off his steam. I saw the fireman Lovet step from
the foot-plate to the bottom step of the engine as it passed
the home signaL He dropped off just before reaching the
Arlesey signal-box. I saw him topple over two or three times
head foremost. I did not see the driver. I went at once to
the fireman. He was insenalble and nearly dead. I saw
that the home and distant signsls were at danger before I
started to run southwards. I had not noticed the signals
befere Graves told me to run back and block the road. I
cannot say whether or not the brakes were applied to the
down express. I did not bear the driver whistle.
John Taylor, foreman platelayer at Arlesey siding station:
I saw the pick up goods train shunting on to the western
siding on Saturday afternoon. I observed one of the tracks
give a jump at the acute crossing (fixed points) I called to
the guard to stop his train and ran up to see what was
wrong. I found there were two waggons of sand and one of
c(4rolltee off the metals. I met Mr. Walters and heard him
call out to Graves, the signalman, to block both lines. An
attempt was made to uncouple the waggons and get them on
the road singly, but before this could be accomplished the
collision occurred. So far as I can judge, abeut four minutes
elapsed between the goods waggons getting off the metals
and the arrival of the down exprees at Arleeey.

Mr. Itichosd Johnson was next called. He : lam
engineer in chief of the Great Northern itlilway Company.
The point of collielon was 106 yards north of the Arlesey
siding cabin and 283 yards north of the Arlesey siding down
home lipid, and 898 yawls north of the down distant signal.
The gradients between Hitchin and the whit of collision
are from Hitcher' in a northward direction for two miles 1
In 200, falling towards the north, then 1 in 264 for a mile and
a half in the same direction, and the down distant signal
station is at the north end of this gradient From the
down distant signal 1 in 440 for two miles, passing
through the Arlesey sid log station and point of collision.
The line is perfectly straight from Cadwell signal cabin
to and through the Arlhey siding station and for some dis-
tance Nyond. There are the following signal boxes between
Intent and the Arlesey siding station %—llitchin yard
cabin, at 82 miles from London; Hitchin north cabin, also
called Cambridge Junction cabin, at 32 miles 16 chains;
Cadwell cabin, 83 miles 24 chains; Arlesey siding cabin, 35
miles 53 chains. Each of themeabine is provided with home
distant and starting signals in each direction, except that
there is no up starting signal at Cadwell, as there is RO siding
connected with the up tine. The line is worked on the
block telegraph system from cabin to cabin, under the regu-
lations already before you. There are three uses of rails
between Hitchin and Cadwell and only two lines north of
CadwelL

John Cotton, driver of the train that was cut through, said
on Saturday last he arrived at Arlesef 8141ng with a pick-up
train of 26 trucks and two brakes. lie hid to back his train
over the main down line. In doing this three trucks got off
the road. He was moving forwael when he saw the express
renting at full speed. He jumped on the platform, and
mediately afterwards the express dashed through his train.
He saw by a tail lamp that another express train was follow-
ing, and went forward to protect it and give notioe at
Hitchin. There was a drizzling rain and fog, and be could
not see fl the distance signal was at danger. The rails were
greasy and in as bad a state as oonid be. The express train
came on at 50 miles an hour. He heard the whistling.
William Kirby, fireman to last witness, said he arrived at
Arlesey siding something after 3 o'clock on Saturday. They
were sent back to cross to the down siding. When about
three parts of the waggons had entered the siding, his mate
cried, "Hold on,
.there's a waggon uff the road." The
stationmaster came up to the sona—d, and they were told to
go ahead nest could not do this, and were directed to ease
up a while. While doing tilts his mate said, -1 Here's the
express coming," and came over to hi a side. The express
mmediately ran through the train. Witness looked back
and saw the fireman of the express in the air as if he had
just left the focd plate, or had rebounded from tile ground.
He did not see the driver. He did not notice the signals be-
ore. The express was travelling at about 40 miles an hour.
John Ottaway, Midland signalman, said that on Saturday
last the 2.25 p.m. down express train passed him near the
Cadwell signal cabin, which is next before Arlesey Siding.
The Cadwell signals were off. He could not see the Arlesey
signal. About a minute afterwards he heard continuous,
short, sharp whistles, which were evidentlyintended for the
brakes to be put on. The express was travelling between
40 and 60 miles an hour. The siding was half a mile from
CadwelL
John Martin, guard of the front brake of the goods train,
said that after arrivir g at Arlesey at 3 30 they received a signal
to cross to the down siding. In doing so two trucks of
sand and one of coprolites got off the road. As they could
not move the trucks, witness got under to uncouple them,
when a platelayer said, "Look out ; the express is coming."
Witness had just time to get clear when his train was cut
through. The " express engine struck six of his trucks,
which were all more or less destroyed, and the brake van
had its end knocked away. His train had 26 waggons, of
which 20 had got into the siding before the collision
occurred. He noticed the down home signal was for
danger. There were ten trucks standing in the siding they
wine backing into.
Frederick Warr, locomotive foreman, said he arrived at
the seene of the collision at four o'clock. The tail end of the
express train was level with the front of the gocds train.
The first six vehicles at the end of the express were not
much injured. The next was off the line, but upright;
the next four were telescoped into one another, smashed
up, and piled on in a mass. The axles and wheels were
bent and broken. Tken there were four other vehicles off
the road, and the rails were torn up and lying at various
angles. The brake next the engine was standing upright on
the engine bogie, but was still attached to the tender.
The engine was thirteen yards further on. Witness believed
the engine bogie must have been cut away and swung round,
not that the engine jumped over it. The aahpail of the
engine was not much damaged, but some of the motions
were gone. The tender brakes were broken. The brake of
the hinder van was on. There was a vacuum brake unin-
jured, but not connected with the train. He could not say
lilt had been applied, mall the brake gear was broken.
Thomas Shilliter, second guard of the goods train, said
that after arriving at the siding, his train backed slowly
into the down siding. There were ten trucks standing in
this. His train touched these trucks very gently, and a
second afterwards he saw that some trucks had got off the
road. He did not think the bump against these trucks was
the cause of the accident.

W. Didsbury, signalman at Hitchin North Cabin, said the
245 express passed him at 3.30. Ile had signalled "Line
clear "from CadwelL It passed at between 40 and 50 miles
an hour, and was going faster than usual.
At this stage the inquiry was adjourned.

On Tuesday morning Captain Tyler resumed the inquiry,
which war held in the board seem or the company's einces
at King's Cross. Mr. Morgan, a director of the company,
and all the officials of the company were present, Including
Mr. Forbes, the secretary; Mr. Oakley, the manager; Mr.
Cockshott, the general superintendent; Mr. Alexander, di-
visional superintendent, sad all who could throw any light
on the matter. Mr. Graham, representing the Amalgamated
Society of Railway Servrnts, attended to watch the case for
the society.
Simeon Woodhouse, a joint passenger guard of the Great
Northern Railway, and Manchester, Sheffield, and Lincoln-
shire Railway company.—I have been guard for 12 years.
On the 2nd December we left King's-cross at 2.47, two
minutes late, with the first part of the 2.45 train for
Manchester, I was head guard of the train which
was not altered or stopped after leaving King's-
cross. It was made up of engine and tender,
a brake, Liverpool Company's carriage, and Hudders-
field Company's then Manchester carriages up to
the Nottingham carriages. My carriage was a brake, and
last but one in the train. We left at 2 47. A list of the
carriages was handed in to Captain Tyler, showing 15
vehicles and a four. wheel brake van, with a hand brake. We
passed Hatfield from 3.20 to 3 21, and Hitchin from 3.32 to
3.33. We ran at about usual speed. Pepper was running
rather quickly. We lost time between London and
Finsbury Park by the engine slipping. We lost time
up to Potter's Bar as we were going up hill. From
there we can rather quickly till the collision occurred,
rather faster than usual with such a heavy train. We
generally have fifteen carelages, but we leave four at Hitchin.
On this occasion we took on the whole fifteen. I was look-
ing out at Ilitchin, it was between light and dark, and you
could not see the signals. I did not,notice Cadwell signals,
but at Arlesey I saw the distant signal at danger with the arm
fairly out. I saw it at 200 to 800 yards off. I could not see it
before on account of the steam of the engine, and it was
dark just as it is before a snowstorm. I did not see the home
signal at all. I think the driver might see the distant signal
at 800, I applied my brake, and I think We were run-
ning as quick as ever we go. I applied my brake without
hearing the whistle, which I did not hear till jest as my
brake was passing the distant signal. I thought he did not
pull up as he did, and I pulled down the window, thinking
they had pulled down the home signal. I saw him on the
step, and saw him jump. I then took hold of the lever to
apply the brake still further, and we ran into therother train,
which I did not see at all. I don't know whether the steam
was shut off We were then going 25 miles an hour. I did
not see the fireman at all. I was thrown on my back and
hurt my head. I can't acoount for not slackening speed
more, except that the rails were slippery. I got out and ran
back two hundred yards, and' met a platelayer with a flag,
and I sent him back. Coming back I saw the fireman lying
dead in the six foot. I sat him by the side of the line. I
then went to the other brake van and saw my mate Thacker,
who was apparently stunned, and I said, "Pall yourself
together." He did not then get out of his van. I mit%
"Where is Pepper—l cannot see him? Get out and look for
him." I did not see the signalman jest then.
By Mr. Oakley: I am sure I did not hear a whistle before
passing the distant signal I had then just finished my
parcels and letters, and had got up to the raised portion of
van, where our window was open, or I should not have heard
him. It was possible he might have whistled when I was
putting my brake on without my knowing it,

_
By Mr. Grahs.m (who represented the Rsilway Servants'
Society).—The brake appeared to act Very well; but I
could not skid the wheels.

By Mr. Alexander: I can't form any notion when the
steam was shut off, for I saw steam and smoke up to the
time of the collision. It came from the engine, but I don't
know whether from the Junius!. I did not see whether the
engine brake was on, for the tender /v.as off when I law it.
John Hackle, signalman at Oadwell, stated that he received
the "Be ready' signal at &SI from Cambridge Junotion.
The signal "'lstin on line" was received at 3.36, and the
train passed his box at 3.36. He did not receive "Line clear"
for i from Arleaey. The second part of the 2.45 train came
on line at 3,39, and arrived at 3.41. It ran 20 or 40 yards past
his cabin and 70 or 60 yards past the home signal. The part
of the twain to which the accident happened went past his
box at the usual speed. He heard no whistle, and first heard
of the accident-from the driver Cotton, who was examined
on Monday.
--- - -

By Mr. Graham: The train passed at 3.36, and he gave
"Train on line" at that time. He had not communicated
by speaking instrument with the Arlesey signalman, and no
attempt was made to block the line.
John Lewin said he was a sinnaiman in the company's
service at Finsbury-park. He produced the record-boot
applying to the train in question. The train Indeed his
cabin at 2.56, and at 2.59 he received the signal "Clear"
from Hornsey.
William Chapman, eignalman in the service of the com-
pany at Hatfield North cabin, stated that he had been em-
ployed there for about two years and a half. He also pro-
duced a record of the train which passed his cabin at 3.17.
Jt "cleared" cabin, the 20th mile post, a mile and a half
north of him at 3.19. The train was rather late. It was
about four minutes behind time, but the inteavais of re-
ceiving those notices were the same, as usual.
Mr. Samuel Monk said he was an inspector's assistant in
the police department of the company. He was travelling in
the train and was riding in the fourth or fifth carriage from
the engine. It would no doubt be the fourth carriage, a
compcsiteecarriage. Nothing attracted his attention except
that when passing Hitchin they were going very rapidly.
Between Ilitchin and Arlesey he was dozing, and the first he
beard was the crash of the collision. He noticed at ter he
rescued his letter-bag that all the signals were at "danger."
After the accident it came on to snow, and be noticed that
it was a little foggy. He had had no conversation with any
of the company's servants, and he could not give them any
evidence as to anything that occurred before the accident.
He did not know of anybody who oonld give any evidence on
that point.

C.l.ptain Tyler said that if any further information could
be obtained in reference to the whistling of the engine, or
anything that occurred before the collision, notice could be
given to Mr. Oakley or to Mr. Graham, and as they could do
nothing further at present, the inquiry would be adjourned
sine die.
The Inquiry was accordingly adjourned.

The jury having viewed the dead bodies, which were in
coffins in a stable at the back cf the inn, the Coroner said
that he only proposed to take evidence of the identification
of the bodies, and then adjourn the inquiry.

Moss Eliza Thompson was the first witness called. She
said that she lived at Grantham, and was single. She re-
cognised the body lying in coffin No. 4 as that of her sister,
who WAS coming from Llndon last Saturday. She last saw
her alive on Friday evening. Her age was 34.

John Pepper stated that he lived at Peterboronsgh, and
wax an engine-driver in the employ of the Great Northern
Railway Company. Ile identified the body lying in coffin
No. las his brother's. He had been in the service for 28
years, and a driver for about 24 years. He last saw him
alive on Thursday at Peterborough.
- -

Fanny Longataff, living at 15, Elm-street, Stamford, said
that she recognizad the body of her sister Abigail among the
dead. She was coming home to spend Christmas with her
mother. She was in the service of Mrs. Lett. of Dulwich-
house, Surrey, as parloarmaid, and was 29 years of age.
Gustave Blum, a tailor living at 23, Myrtle-street, Horton,
London, identified the body of Maurice Michael, and said
that the last time ho saw him alive was on Friday night,
when he said he was going to 21stchetter by the Great
Northern Hallway on the following day.
• William Lovell, living at Spalding, a number taker in the
service of the company, recognized the body in ootlin No 2
as that of his brother, who was a fireman on the line. Be
had not seen him for three weeks. He was twenty-five
years old.
--- • • •

- The Coroner at this stage said that be should not take any
farther evidence then, but adjourn the inquiry until Monday
! next, at ten o'clock, it that day would be convenient for the
jury. It was, however, impossible to go on with the case in
the small room in which they then were, and he wished to
know whether there was not some other place that would be
mere suitable.

It was then suggested that there would be plenty of room
at the school-room ot the School Board, and this suggestion
being adopted, the inquiry was accordingly adjourned until
the day mentioned.
It was repcirted that the Injured passengers were progrer
sing favourably.