The Stourbridge Observer, Cradley Heath, Halesowen & District Chronicle.
Stourbridge, West Midlands, England, 1876-01-29 00:00:00

Jraz---sTinTßßri-ii)GE OBSERVER

- -
then dead, and although I could scarcely identify
her, she spoke to me. Before I came up she had told
her name. She now said she had no feeling below
her waist, and asked if her sister Elizabeth was hurt. A
,ailor, who, I believe, went on to Peterborough, with some
slight assistance from me succeeded in extricating Margaret.
Having been taken to a fire which had been made
on the embankment, a doctor present said she was dead.
I obtained a lamp and went to look for my other sister Her
I found under the wheels of a carriage on the down line, also
dead."

Lord Colville states that he has not the slightest
recollection how he escaped from the collision He was
riding in the corner of the carriage, with his back to the
engine, and was amused at the merriment of the brothers
Altrod, when he experienced an awful shock, and in
an instant it seemed as if the bottom of the compartment
had fallen out, the cushions came flying over his head,
and for a moment he was unable to see. Then he found
himself standing on the line by the side of the carriage,
apparently uninjured, but how he .got there he cannot
tell. His lordship stated that as he stood alone by the
train he heard a lady in one of the carriages ma lug out
In a most imploring manner, "Save the Scotch lassie,
save the lassie 1" Turning his attention to the cry he
saw is young girl amongst the wreckage, and was able, with
assistance, to extricate her. She was terribly frightened,
hut luckily was not much injured. Next he rescued two
ladies, and had just persuaded them to enter one of the car-
riages when the (loan express smashed into the front part of
the train with deadly effect. The two ladles escaped, but
the two brothers Allgood were iustantly crushed to death.
Seven Or eight bodies were afterwards recovered item beneath
the carriages in that part. of the train in which his lordship
had ridden.
•
Ambngst the
.passengers by the "up-expresit were three
ladies, who Were the hole occnpanti of one carriage: These
were Mrs. Cocksedge, of at John'shill, • Sevenoaks,
young lady by whom she was accompanied, and another
young lady, a fellow passenger. The carriage in
which- they were travelling was one of the few
which remained standing on the line, and Mrs. Cocksedge
was the only one of the party who was injured. She
received a severe blow across the shoulders by the rebound
of the collision, and is still under medical advice. Her
husband, who was at first stated to have been the one who
was injured, wee in the north of Ireland at the time, and
at once hastened home upon the first news of the disaster.
Mrs. Cocksedge states that when they had to some extent
recovered from the shock they looked from the window
and were able to realise to some extent the nature of the
accident. All the carriages in front of them, together
with the engine, had been dragged across the down line,
and efforts were already being made to release their un-
fortunate occupants. Little more than five minutes had
elapsed, however, from the time of the first collision
when the down train came crashing into the prostrate
carriages and the one immediately in front of theirs—which
also, singularly enough, contained three ladies as its sole
occupants—and was dashed to pieces, the unfortunate pas-
sengers being instantly killed. Soon after this second colli-
sion help came to hand, and the carriage in which Mrs.
Cocksedge and her two companions had twice escaped in
such a marvellous manner was deserted for the hospitality
of some cottages close by. Here the wants of the tra-
vellers were kindly attended to, and the nieht was passed
with moderate comfort, a passing train in the course of the
following morning taking them on to London.

1-1" %I" t

was a direction for witness's train to shunt at Abbot's Ripton.
He was due there for the Scotch express to pass him, and
was to leave there at 6.55, which weuld be after the Scotch
express passed.

Witness repeated that if the Scotch express had been
punctual the signalman would have shunted him at Holme,
as he was eighteen minutes late. The Scotch express was
not as late as he was. The signals at Holme were
all white lights—distance, home, and starting. Of that he
was certain. He saw the driver of the down express shut off
his steam, and he thought he did so in answer to the signals
from witness and his guard.
Edward Faulkener, fireman of the coal train, said he did
not notice the time of their starting from New England, nor
of their arrival at Abbot's Ripton. He saw white signals all
along to the distance signal at Abbot's Rtpten ittclusive The
driver called to the signalman at Abbot's Ripton to know
whether his home signal was off, because they could not see
it. The starting signal showed a little red. They could not
see more than little because it wet; covered with Mow. l'he
signalman, in reply to Bray, said " Come back, you are stop-
ping the train at the other box." As soon as he said the word
the express pitched into them directly. The engine of the
coal train was thrown forward Witness recovered himself in
3 or 4 minutes, and went to the tender box and took out two
fog signals which he ran with towards the distance signal,
and put down about 50 yards inside of it. He then returned
to meet his eng,lne, which he saw coming towards him. He
got on again to his engine, and he saw the down express
coming. He did not hear his fog signals explode, but he
did see the fire coming from them as the express passed
over them Ile Saw the driver of the eitntess cut off steam
just before he passed the engine on which witness was
standing. Does not know exactly where his engine was at
the time. Between Abbot's 'Upton and Htmtiugdon all the
siguals were off except the home signal near the bridge at
Huntingdon.

William Hunt, the guard of the coal train, was the next
witness. They left New England at 5.E3, and reached
Abbot's Eipton at 6 10. That was the time by his watch,
and he is certain that his watch was not two minutes out on
that day. Heard the order given to shunt and saw a man
examine the points to see that they were clear of snow
and right for passing through them. Witness rode in his
brake-van at the rear of the train, and he heard the
train coming. He thought at first It Wa3 a down train,
bat on loolin3 out saw the up express pass at full speed
with its steam on, and immediately afterwards the
engine of that train struck the fourth or filth waggon
from the engine Witness jumped out of his van and
met Charles Day, the passenger guard of the Scotch
train. His intention was to protect the wreck on the Peter-
borough side, but finding that Day was doing that he went
to give ass:stance in another way. He understood from the
sigaalman that the line was blocked, and he was "calling" on
his instrument to get assistance. Witness went to his driver.
Bray, and said, "We had better go to Huntingdon for
medical and other assistance." Witness stood on the
off side of the down train, and showed a red light
to warn the driver of any coming train. After passing
under the bridge to the Abbot's Ripton side of the
distance signal he saw a train which was then at -the •
other side of the distance signal. He said to the driver,
"For God's sake, blow up; a train is coming." He did so
while he halloaed out and showed a red light. He thinks
the driver of the down express saw the light, because the
speed of that train was reduced. Witness afterwards stopped
the Manchester goods train by the same sort of signal. Did
not see the home signal, hut between Peterborough and the
distance signal at Abbot's Ripton, the latter included, all the
signals were white.

Charles Day, guard of the up-expres was then examined,
and said his train was made up of engine and tender, brake-
van, two composite, one second and four first class carriages,
then a second-class, and his brake-van. They left York at 3.45
and Peterborough at 6.24, six minutes late. When the colli-
sion occurred he was knocked down. He got up, took his hand
lamp, and met the coal guard, who told him that the train had
run into a coal train. When he got past the distant signal at
Abbot's Ripton he found that was showing a white light.
Witness put on fog signals and stopped the Manchester and
Leeds express, due from Peterborough at 7.28, and the train
having gone back he found the home signal showing a white
light and the distance signal continuing to show a white
light. Tile did not tell the signalman that the signal was
showing a white light. He was iii from loss of blood, and
got into his van, where for half an hour he continued to
feel ill. He had his way-bills in one hand. and his pencil in
the other when he was knocked down by the collision. From
Peterborough he did not look at the block boxes till he got
to Holme. It was snowing, and he could not see.

William Wilson, driver of the down express, said he left
London for Peterborough at 5 30. He was due to atop at
Finsbury Park, but at no other station. The wind was
blowing strongly from the north-east all the way down,
and it began to snow between Tempsford and Si. Neot's.
He found nothing but white lights all the way up to the
place of the collision. He found a white light at the dis-
tance signal of Abbot's Ripton. The first alarm he got was
by passing over two fog signals which exploded. He at once
cut off steam and called to his mate to apply the brake. He
was then going at between 40 and 50 miles an hour. In
another instant he met an engine giving sharp whistles and
saw a red lamp on it. Ho. took that to mean there was
something wrong. He reversed his engine and put on steam
against her. As soon as that was done he WAS in the ditch.
He cannot say whether he was thrown on the line or on the
side of the embankment. He found himself first among
the wreck, . and looked to his fire. He drew it, and then
attended to the engine of the up express, as the driver told
lilin he could not himself, nor could his fireman. Wit-
ness did not say anything to the signalman nor visit the
• signal cabins.. He remained on the ground till he obtained
leave from his superintendent to go home. He is not much
hurt, with.the exception of a scald on his leg,. but he has not
recovered from the effect on his nerves. It was 6.50 when
his train passed through Huntingdon. Ils whistled for the
' brake when he went over the fug signals. ,
• After a protest from Mr. Gaches, solicitor, as to the con-
tinuance that night of an inquiry of which there had been
no notice, Captain Tyler adjourned at a quarter to nine
o'clock till nine o'clock on Tuesday morning.

The Board of Trade inquiry into the causes cl this disaster
was resumed on Tuesday morning at the Town Hall, Peter-
borough, before Captain Tyler, Government inspector, and
Mr. Bowen, legal assessor.
The Great Northern Railway Company was represented
by Mr. Meadows White, barrister; Mr. Hunnybuu repre-
sented the friends of the Marquis of Exeter's late agent;
Gaches, of Peterborough, appeared on behalf of Miss Kellie
and Miss Calder; and. Mr. Merton (solicitor to the Board of
Trade), Mr. Oakley (general manager of the company), Mr.
Cockshott (superintendent), and Mr. Johnson (engineer)
were present. Mr. Faber and Mr. Astell, two of the directors
of the cdmpany, were also present.—The following account
of the proceedings is taken from Wednesday's Times :
William Wilson, a driver of the down express, was re-
called, and, in reply to Captain Tyler, said,—lre thought he
was about 50 yards north of Abbot's Ripton distance signal
when he saw the signals from the coal train. He had an
engine with eight wheels and bogie truck under its leading
end. He did not know the weight of the engine.

It was here st.,ted by an cfll:tal ~f the compaiiy that the
engine weighed 35 tons and tender 25 tons.
Witness thinkg he had reduced to 15 miles an hcur before
the collision occurred. The engine and tender brake were
in good order in all respects. There would have been 1,000
yards to pull up, but from the point at which the fog
signals exploded to the point at which his train came into
collision with the up express, he was not able to reduce his
speed to lest than fifteen miles an hour. It was snowing hard
at the time, and the rails were very greasy. lie saw the
distance signal as he approached it, and thought he saw it
well for a distance of from 400 to 500 yards. It showed a
distinct white light. The snow, which was blowing from the
north-east, would have been from the back of the signal
lamp.

In reply to Mr. Gaches, witness said he did not hear the
whistle of the coal train before he went over the fog signals.
He saw the red light on the coal train at the same time as
he heard the whistle. this was a few seconds after he
passed over the fog signals.

- -
William Hunt, the guard of the coal train, was recalled
at the desire of Mr. Gaches, and in reply to that gentleman,
said that when he first saw the down express it was not tar
from the distance signaL His engine man whistled the
moment witness said "For God's sake, whistle l" and
witness showed his red light. The down express was then
about at the distance signal, as well as witness can speak as
to its position.

James Faulkinder, fireman of the down (or Leed,) express,
occurred rred till examined,
eanwda was aid
looking that
nothingoitt or extraordinary
the
signal, when he saw a white light at a distance of perhaps
300 or 400 yards. It was a beautiful white light, and he
Abbot's
it
pht had
commenced firing. After passing the distance signal, and
before passing under a bridge, his train ran over two fog
signals, which exploded under the engine. He at once
applied the tender break, opened his sand boxes, and
sanded the rails. Sandboxes and brakes were in good order.
When the train went over the fog signals it was going at
full speed. The driver whistled for the brakes when the
train came on the fog signals. Witness heard a coming
engine whistle after his train passed over the fog signals.
He thinks this was as his train was passliag under the
bridge. He did not see a red light. He was on the near
side of his engine. Everything that could. have' been done
was done to check the speed of his engine, r hich was going
at from fifteen to twenty miles an hoar when the collision
occurred. Ile can recollect his engine striking something.
He cannot recollect anything else. He did not know what
became of him for ithe moment. When he recovered he
.found himself crawling up the bank behind the engine. Ile
reached the ledge on top of the bank and caught hold of the
arm of a woman who was sitting there. He thought she was
his mate. He did not go to the signal cabin or examine the
signals. Has not been to work since, but thinks he is get-
ting well again.
Replying to Mr. Gaches, witness said he received no com-
munication from the guard of his train. The communica-
tion-cord was connected. He heard it tried that evening
' before the train started.

George Scott, the fireman of the Scotch express, was
then brought in by two men, who helped him to crawl to
a chair. tie appeared to be suffering, and to be its a
very weakly state, so much so that Captain Tyler said he
regretted the Door fellow had been brought there. Scott,
however, said thi.4 he felt able to give his evidence.
He said that the train left Peterborough at (3.25. The
glass of the weather board of his engine was covered with
snow, and he opened it to see the home signal at Wood
Walton. This signal showed a white light. He should
think he saw it at a distance of 200 yards. Ho did not
notice the distance signal at Wood Walton. When he was
within a few yards of the Abbot's Ripton distance s:gnal he
still had his eye on it, having first caught sight of this signal
at a distance of perhaps about 200 yards. It showed a clear
white light. The naked lamp was visible. Ile put some
firing on after having ascertained for certain that the signal
was "all right." Having raising himself from the stooping
position in which he put on the firing he saw some waggons
close tia‘the engine. They were on the siding and he thought
they were coming out of it. He said to Catlin, his driver,
"'there are some waggons," and the collision occurred
immediately. If Catlin cut off steam it must have been
at the last moment. In fact, after passing the distance
signal at Abbot's Ripton they went at full speed
into the ,waggcaus. If steam was shut off he did not
see the action of shutting it off, nor had he heard ansthing
from .his driver after passing the distance Signal till the
collision occurred. He had had no warning of any kind
from the time, he left Peterborough till he saw the waggons
and the collision occurred. On a good night he could see
the Abbot's Ripton distance signal immediately on passing
the Wood Walton box. The distance from that box to the
Abbot's Ripton distance signal he does not know.
To Mr. Gaches : He did not look out for the distance
sign.ai as, soon as he passed Wood Walton cabin on the
evening of the accident, because he knew the weather
would not have •permitted him to see it. Lie does not think
the driver slackened speed in consequence of the state of
the weather. •

. ,
Rbbert Wills, guard of the down express, said the train on
starting had an engine and tender, a six-wheel brake van,"a
third-class, to composites, a brake, a bogie composite, a
third-class, a second-class brake carriage, a third, a six-
wwahseetluceosmtaptoesoltfet,htewtoraotinheartcothmeptoimsieteos,f athnele
caolbuiraikoew.,
Four
carriages had been slipped at Hatfield. Of a total of 'l3
carriages' at the time • of the collision three were brake
yopiciesi and each brake vehicle had a guard in it. He did
net see the.Astance signal at Abbot's Ripton, thou-,41 be
hid' ISeen lobiting out for it. After passing the distance
signal -at Abbot's Ripton he heard an alarm whistle from
the ;coal train—several short, sharp whistles. Ile applied
his brake& as fast as he could. Ile was riding in the front
van! behind -the tender. The next thing was that they
struck something, and that is all he remembers. -He should
think they were going 50 miles an hour when passing the dis-
tanee•signal, and from 30 to 40 when the collision occurred.
Alter he heard the whistle from the coal engine he heard a
braker'whiStle from his own engine, fog signals having ex-
ploded, before he heard the latter whistle. libebrake was
tight en from the moment he heard the coal whistle till the
collftstniocCurred. He did not recover for five minutes, and
then he proCeeded towards Huntingdon to give an alarm; but
found-a man had already done that. He then returned and as
far tts tie could assisted the wounded. He was so mach injured
that he could not render much aid. He noticed that the. ad-
vancilidgnal at ,tibbbt's Ripton was at "all right " This .
,iwas after the collision. He had constantly travelled with
express trains. The custom was to keep a cautious look out
for the distance signals. On this occasion the weather was
very rough, and the snow was falling in very large flakes. It
was the roughest night he was ever out in. It was snowing,
blowing hard, and freezing. The night was as bad as could
be. Ills the practice to approach the distance signals with
great caution in such weather.—Captain Tyler: Was that
practice adhered to on this occasion? Was the speed re-
duced? Was it at all ?—Witness: Well, very little.- Captain
Tyler: Was it at all? That's my question.—Witneu: I think

it was a little. —Caiatain Tyler: From what rate to what
rate I—Witness: Well, perhaps from 60 to 50 miles an hour.
In reply to Mr. Bowen, witness said the train was one
minute late in leaving King's Cross, and was delayed at
Finsbury Park. It passed Huntingdon at 6 61—two minutes
late. He was on the lookout for the distance signal at
Abbot's Ripton, but could not see it. Does not know what
light it showed. Did not open the window to look for it.
The I collision occurred at five minutes to seven. His van
was smashed to atoms. Does not know how he escaped. He
found himself in a ditch, he thinks.
liti answer to Mr. Gaches : Does not say that he should
know while travelling in his van a difference of ten miles an
im the rate of travelling. • He is no great judge at cal-
cula g rates of speed.
Mt. -Gaches : Then why did you tell Captain Tyler that
yowl train had reduced its speed?
T4e witness made no answer.
Captain Tyler: How could iyou have reduced speed if after
a delay at Finsbury you were only two minutes late when
passing Huntingdon?
. Witness seemed unable to reply, and Captain Tyler remarked
interrogatively, " I suppose you intuit hava been mistaken in
saying, there had been a reduction of speed?"' The witness
made no reply. 'Re stated that he thought they were only
two 'minutes late at Abboilsi Ripton.-- Consequently, as
• remarked by Captain Tyler, their& could have been no dimi-
nntiOrt,ot speed between Huntingdon and Abbot's Ripton.
.W",bson, the driver, having- been re•called. said they were
-uingt6o' knileb an hottr; or at the usual speed on ap-
proachln tab distance signal-at Abbott's Ripton. He has been
lii of.,,xnuning fist trains, and the practice is to look
out lo‘ itlittfa and 'keep time in all weathers, as far as he
possibly can. This was a bad night.
• CalVATylif
.4, Were you ever out in a worse night I—Wit-
ness: Never.
Capattia • Tyler 'Snowing, blowing, and freezing !—Wit-
nets: Yes. tied known signals to stick. This was a night
they miaht have stuck.
Captain Tyler: And still you did not slacken speed ?—Wit-
Hess: Yes, I did. If I did not I should not have been four
minutes late,
I Captain Tyler: You said you was running at the usual
speed ?—Witness: I was form minutes late at Abbot's
Riptou.. _ •
_ _ •

Captain Tyler: Did you look at your watch there ?—Wit-
ness: No, but I was four minutes late at Huntingdon,
Captain Tyler: Then, if you were only four minutes late
at Abbot's Ripton how could you have diminished speed
between Huntington and Abbot's Riptou ?
The witness seemed unable to answer this question. uiti.
mately he said be was doing his best to keep time, but in
consequence of the weather he lost a little time.
In reply to the counsel for the company, witness said ho
had been a signal lamp porter for three years, and he knew
from his experience in that capacity that in bad weather
signals very frequently "stuck ' He certainly had known
them to stick at Claypole. He had known this to o?cur two
or three times. Ile did not know that as an engine driver
he had known them to stick; but he had known them to be
"up and down," and not to work properly, and he had not
reported this,.

In reply to Mr. Bowen, witness said he saw Mr. Hone, an
oflici,ll of the company, and Mr. Parke, a superintendent;
but he was not asked how it was that he had run into
Abbot's Ripton that night. He did not mention to any of
them that the distance-signal showed a white light. He was
astonished at running into the train after finding the signal
with ,% white light. He mentioned the fact to mates of his
that night, and entered it in his book.

Joseph Simpson. second guard of the down express, then
gave evidence. .He said that for about ten years he has
been in the habit of travelling will fast trains. On Friday
evening he was riding in about the centre of the train—in
a brake van, which was about the seventh vehicle from the
tender. First noticed the snow at St. Neot's, up to that
the signals could be see. After that the snow blocked up
the windows of the van, and things got worse and worse.
The first thing he heard at ter passing Huntingdon was the
whistling of a coming engine. He thinks his train had
then passed the distance signaL He is not sure, but he is
almost sure. He heard no fog-signals and no brake whistles
from his own engine. He looked out of his window and
could see nothing. The collision occurred, and his head
was knocked through the top corner window of the
brake. He put his brake on as soon as he heard the
whistle -.of the coal engine. If it had not been for
that whistle he would not have put his brake on. He
Is almost certain they were a good way within the dis-
tance signal when he heard the whistle. Ho did not
notice the signals till after the accident. The brake in which
witness rode was not damaged, but his lamp was blown out
with the collision. Witness lit it, and going to the signal-
man asked him whether the signals were up to block both
lines. This was in the signal cabin, and he observed that
two levers were over backwards. The signalman directed
his attention to them, remarking that the lines were
blocked. A good many of the levers were leaning forward.
Witness does not understand the working of the levers.
He then ran along the line and met the Leeds express from
Peterborough which at about half a mile distance was coming
en slowly. it had been warned by some one whose foot-
steps he saw in the snow. Witnessjumped on the steps of this
train, and when they approached the distance signal, worked
from the Abbot's Ripton cabin the driver said, "Joe, look at
that signal, what do you make it—showing red or white
Witness said, "White, from here.". They were then a
dozen yards from it. It was visible for about 60 yards, or
perhaps not so far. The snow was falling very fast at the
time. It was showing a red light when they got up to it.
The red glass was in front of the lamp, but it was covered
with snow. It would have shown danger if there was no
snow on the glass ; the arm of the signal was up at danger.
Has not the slightest doubt about that. lie did not notice
the home signal or the advance signal at Abbot's Ripton
The driver said. "Go int the' signal cabin again and see if
the signalman has got his lever over, and tell him the signal
has got a white light." He did so, and said, "Are you aware
your signal shows a white light 7"
Captain Tyler: Why should you have gone and told that
to the signal man when, according to what you have just
said, you found on coming under the signal that the red
glass was on, and when you had seen that the arm was up
for danger7—Witness I told him that it showed a white
light, and he said he had sent a platelayar to look after it.
Captain Tyler: You are a guard, and ought to know all
about signals. Your answers show that there must be
some strange contusion in your mind ; but we will take them
as they are You know that before you made this communi-
cation to the signalman you had stn that the led glass was
turned on, and that the arm was up for danger?
The witness repeated that toe snow ooscured the glass,
and this was the only explanation he gave as to his rather
remarkable answers with reference to the signal and his re-
presentations to the signal man.

John Robinson, guard of the Leeds down express from
London, said that from Hatfield his brake was the last
vehicle of the train. He did not take the times. The first
thing that attracted his attention was the distance signal of
Abbot's Ripton, which showed a good white light. The
train was then going forty miles an hour, and immediately
after witness heard the whistling of an engine coming from
the opposite direction. His train had then passed the dis-
tance signal 100 yards or more. As soon as he heard the
whistle he put on his brake and left it co until the collision
occurred. He3rd no whistle 11,111 his en,it!e and no fog
signals. When the collision occui re,l the speed was about
thirty miles an hour. Ile was stunned a little by the cent-
sion. After the collision he noticed that the Abbot's Ripton
distance signal still showed a white light. He observed this
on going back towards Huntington to lay down fog signals.
He placed a platelayer named Wright at the distance signal
and desired him to put the arm up. Witness had not noticed
that the arm was not up.
Captain Tyler: Then when you say that with one breath,
why with another do you say you told the platelayer to put
it up ?—Witness: I bid him put the red light on.
Captain Tyler: But don't you know that the arm moves
with it?
In continuation, the witness said that the Stukeley distance
and home lights showed partly white and partly red. He
went into the Stukeley cabin and asked the signalman why
his signals were not right. The signalman worked the levers
to show witness that the signals were turned on rightly. He
asked the man what time witness's train had passed, and
witness thinks he said six minutes to seven. The signalman
also told him that fog signals had been laid down both at his
side of the bridge and beyond it. Witness then proceeded
towards Huntingdon, an laid down fog signals, and then
returned to the wreck on a goods train. Subsequently he
went on to Huntingdon, and noticed that the signals were
still showing white Did not notice the Abbot's Ripton
distance signal on coming back from Huntingdon, and there-
fore does not know whether the Vatelayer had effected any
change.
In reply to Mr. Gaches, witness said the down lights were
clear white. The up lights were those which showed a
little white. He should have taken them for danger.
He tested his communication cord at King's-cross and found
It perfect.

At this stage of the proceedings the report made by
Wilson, the driver, was put in. The only matter of import-
ance it contained was his statement that the distance signal
for the down line showed a white light. It will have been
observed that he adhered to that statement in his evidence
yesterday.
Mr. Alfred Usher, ;..elegraph clerk in the Great Northern
Company's service, stated that his duty was to take the place
of station masters, and to assist them to make up their
acxnuits. He was in the up express on Friday evening,
having joined it at Peterborough. He was asleep on the
seat of a second-class carriage when the collision occurred.
All the first-class carriages were full. This carriage was
the last one in the train. There was a van behind it.
He was pitched off his seat. He got up and descended
on the near side of the line and went round by the
engine of the train to the signalman's cabin. Ile
asked the signalman whether he had blocked the down
line—meaning had he turned his signals to "dan-
ger." Ile replied "Yes," and witness got some fog
signals which he directed a porter to place on the
down line as quickly as possible. Witness then went to the
coal engine and said to a man with a guard s uniform "We
must get to Huntingdon as quick as ever we can " Almost
directly a start was made with the coal engine. It had just
moved when a gentleman on the permanent way called
cut. He was taken on the engine on which witness also
was riding, when the down express was perceived to be
coming. There was a blinding snow falling at the time,
and witness cannot say at which side of the distance signal
the down express was passed by the cpal engine. Before
the express passed he saw two flashes and heard two faint
reports, as if from the explosion of fog-signals. The
driver of the coal train whistled, and Hunt, the
guard of the cool train, showed his red light. There
were whistling, shouting, and waving of the lights all at
once, but the express passed at an apparently high speed.
On his way in the direction of Huntingdon there were signals
whbh showed half a white and half a red light, but he can-
not say that this was before getting to Stukely. At Hunting-
don he caused medical aid to be summoned and also tele-
graphed to officials of the company in London and at Peter-
borough and other places. It was only on returning from
Huntingdon to Abbot's Ripton with doctors and platelayers,
that he heard the down express had run into the up express.
On his way back he did not take any notice of the signals,
but his engine ran over a number of fog signals.

William Edith, driver of the Leeds up express, said that if
he could not see signals in consequence of the weather he
shut off steam. He would rather lose time than run past a
signal. He left Peterborough at 6 39, the right time of
leaving being 6.2 i. All the signals were right till he reached
Woodwalton signal cabin. It was snow!, g very hard and he
could not see more than twenty or thirty yards, or it might
be forty or fifty yards The distance and home signals at
Woodwalton cabin showed white lights. He shut oft steam
till he could see these signals. He ran by Woodwalton at
about forty miles, and the signalman gave him a signal with
a rod hand-lamp. He opened the sand boxes and saw the
guard put on the brake. He brought the train to stand near
the down distance signal. He got off the engine and told
the guard that the red signal had been shown him. The
guard said that the Abbot's Ripton signals were all right and
there was no use in stopping, rho Abbot's Itipton distance
signal was showing a white light, which showed at 300
yards.
Captain Tyler: How •is it you could only see the Wood-
walton signal at 40 or 50 yards?
. _

Witness Well, the tiain was standing when I saw the
Abbot's !Upton signal, and that would make a difference I
wont say as to 50 or 200 yards. It is impossible to tell dis-
tances on such a night when you are running.
. Captain Tyler: Yes; but it would seem as if you were
•speaking rather wildly.
; Witness, in continuation, said the Abbot's Itipton distance
and home signals both showed white lights. He approached
cautiously, and met Day, the guard, on his way. After the
collision, he told a platelayer to put up the Abbot's Ripton
signal at danger—to cut the wire in order to do ISO. Witness
called Day's attention ta the siguals. The signal showed a
perfectly whitelight—not a particle of red. Ile did not see
the spectacle or the signal arm. He could not see it. Ile
did not sae Simpson till just before he got to the home signal.
Simpson, recalled and asked whaa he met Edith, by whose
side he was now placed, said he met Edith at what he be-
lieved to be the distance signal
Edith said it was at the home signal they met, and it VTAF3
•to the home signal he called Simpson's attention. He met
him between the distance signal and the home signal. He
could: nob say at the present time what passed between
him and Simpson. He asked Simpson no questions, and
Simpson asked him none. The home signal light was per-
fectly white, and there did not appear to be any snow on the
t glass. The light was in no way obscured by MOW. lie
' showed the.white light to his, fireman.
Simpson repeated the evidence he bad previously given as
to Edith having made the reference to him commencing
"Joe, what you take that to be," with his reply and his
looking at the light.
Edith, in reply to Captain Tyler, said he did so refer to
Simpson. He might for the moment have said to Simpson,
'lt must be the snow; go to the signalman." He cannot
recollect whether he said so.

Questioned by Air. Bowen, the witness said the light was a
perfect white light.

Captain Tyler: Then, how could you have said to Simpson,
"It must be the snow f "
The witness replied that he could not say whether or not
he had said that,
Captain Tyler: But I ask you, how could you have said it
if you were positive that the light was a white one ?—The
witness made no reply to the question.
Replying to Mr. Meadows White, witness said that on his
way back to Peterborough all the signals warn showieg
white. The snow was the heaviest he had ever seen, and it
was a damp snow.
Reuben Muriltt, fireman on Edith's engine, said he saw
white signals all along from Peterborough up to the time he
perceived the red hand-lamp held by the signalman at the
Weodwalton cabin. Witness described the meeting with
Day, the guard, and said that the home and distance signals
of Abbot's Ripton were perfect white lights. There did not
appear to be any obscurity about them. This witness did
not hear the conversation between Edith and Simpson. The
arm of the home signal at Abbot's Ripton was halt down and
half up He could not see the lamp glasses nor the spectacle
It showed a bright white light
Captain Tyler: What with the arm half down and half up?
—Witness repeated.his answers as the result of his observe-
t iOR.

In reply to Mr. Hunnybun, witntss said he did not re-
member to have seen the red or the white Ught covered with
snow on any former occasion, but he never saw such snow as
on Friday evening.

George Wright, an under-platelayer. He was o cloy on
the night in question, when he was called by his foreman,
who e.dd there was "a pitch In" at Abbot's Ripton Witness
laid down fog-signals and held a red light. A guard spoke
to him about the signals, he believed: but witness remained
at his gate and did not go to the signals Does not khow
what the guard said to him. Robinson, the guard, did not
put witness at a signal.
Mr. G. T. Gregory, station-master at Holme : He saw the
up express pass his station at its usual speed. After that
he saw the men working the signals, and they then
worked properly. He had sent for platelayers to work
the signals because the signalman had told him that the
coal train had run past the signals. He saw the levers
at danger, and then he looked at the up home and start-
ing signals, which he found at danger. He saw the plate-
layrs work the balance weights of the signal post, and a
largo quantity of snow fell oif the arm. The home signal,
when it should have been at danger, was at caution—half
up and half down. He told the platelayers to go to all
the signals and work the balance-weights, so as to
knock the snow off the arms They did so. He him-
self did not see it done at the distance-signal. He saw the
down 6 p.m. train from London, and the starting signal did
not appear to go up after the train passel. He sent a plate-
layer to see if it was properly wound up, and the platelayer
said the arm would not go up in consequence of the accumu-
lation of snow on it, and that, consequently, the spectacle
would not cover the light. The at Is on the way to
Abbol's Ripton were showing a whit-6 light when they
ought to have shown a red. The Conington distant signal
was showing a white, but the Conington home signal a red
one, but the snow was obscuring it.

To Mr. Bowen the witness said he had never before seen
such an accumulation of snow on the spectacles anti arms.
He had 26 years' experience on railways and he had known
signals unworkable to some extent before, but to nothing
like the extent experienced on the OCCWIiOk in question.
To Mr. Claches, witness said he did not think it was
necessary to make any inquiries as to whether all was right
before he let the express on, though he knew the signals had
not acted in the case of the coal train. They were showing
only a dim red light. He did not see that it was necessary
to put down fog signals.
By Mr. Honeybun : The signals were put up for the coal
train in order that it might shunt.
By Mr. Meadows White: There were two block stations
between Holme and Abbot's Ripton, and he ascertained that
the line was clear for the coal train.
To Mr. Bowen the witness said he was satisfied that be-
tween the passing of the coal train and the coming up of the
express he was twice in the signal cabin. There was an inter-
val of 15 or 16 minutes.

Mr. Bowen: Would it have been a proper thing to have
detained the up express till the coal train was signalled as
shunted at Abbot's Ripton?—Witness : I think not. It i
never done.

Mr. Bowen: Everything depended on a signal from
Conington 2—Witness: Yes.

, -.---. - --.
Captain Tyler: Then, as your signals had not worked, did
it not occur to you that the same thing on such an evening
might occur at an adjoining signalling station ?—The wit-
ness: It did not.

Mr. Bowen: Is it not clear that if it had occurred to you
to atop the up express till you knew that the coal train had
shunted at Abbot's Ripton, the accident would not have cc.
curred ?—The witness: That is perfectly clear.
In reply to Mr. Gaches, witness said there was no shunting
station between Ifoline and Abbot's Ilipton, and once the
coal train passed Holme it could not shunt till it got to
Abbot's Ripton, which it had to approach by an ascent. He
knew that the up express was late.
Captain Tyler: Then, considering that the express travels I
at a great speed, that the coal train had run by though it I
ought to have shunted at your station, that your signalman
had called your attention to the fact that his levers were
turned to danger when the coal train so ran by, that you
found the signals to be only showing a dim red light, and
that the weather was SD bad as has been described, did it
not occur to you to detain the express.?
The Witness: It did not, the line having been signalled
clear to Cqrinington, and there by the Conington and Wood ,
Walton signals between Holme and Abbot's Ripton.
Captain Tyler: Yes, but those signals might have worked
imperfectly as yours had done.
Gaches: Besides, let it be borne in mind that there is
no shunting siding between Holm and Abbot's Ripton, and
that the road is up an incline.
John C. Osborne, signalman at Holme, stated that until
the coming up of the coal train his signal was properly obeyed,
' The coil train passed his cabin at 6.21 p.m. It was cleared
as having passed Coningten at 6 25.p.m. He had an entry
showing that the coal train "ran past signals." In conse-
vience of its having done so he called for Mr. Gregory, the
station-master, and told him of the occurrence. The down
sfripping train arrived at the station at 6.25, and started at
6.21, and the down express at 6.35. The up express passed
at the usual speed at 6 37, and his signals marked "all
right" for it It did not occur to him to give any additional
' warning to it fie had intended to shunt the coal train
because he did not think it would have sufficient time to
reach the next shunting siding without delaying the up
express. He thought that, having got "line clear" from
Comington, and having called the attention of the station-
master to the fact that the coal train had run by, he need
not do anything more.
, To Mr. Gaches the witness stated that from Grantham he
heard at 5.50 that the express had passed there at 5.46, which
made it ten minutes late there. That was why he wished to
shunt the coal train at Holme. Ile told the stationmaster
that. The drivers of the coal trains wish to pass Holme if
they can and to get up the incline without stopping, but he
never knew an engine-driver to run by despite a signal to
stop. He did not :telegraph back to Peterborough that the
coal train had run by.
By Mr. Huunybun : He had no means of communicating
to Carrington that the coal train run by, notwithstanding a
Eign9.l to the contrary. He did telegraph to Connington
that the coal train bad passed, and afterwards got "line
clear."

George Gammon, foreman platelayer at Holme, said he
observed on the evening in question that the up distance
signal remained at white alter a Manchester train had
passed, and when it ought to have changed to red. He also
observed that the arm was more off than on. The snow had
settled on it and prevented it from going up to "danger."
He moved the balance weight up and down, and shook the
snow off the arms. He then walked back a little distance to
teat the signal, and found it showed a red light. He went
to the points and to the home signals and released them in
the same way—by removing the snow. Three or four times
during the night he had to clear away snow from the signals.
An accumulation had occurred before, but not to the same
extent.

John Clarke, another platelayer, gave substantially bimilar
evidence as to the clearing of snow from the points and sig-
n Als.

_
In reply to Mr. Meadows White, the witness said that after
the distance signal had been cleared by Gammon he had to
clear it again, though he met Garanion coming from as he
was going to it.
_ _

-
William Marriott, one more of the platelayers gave similar
evidence.

Timothy Jaques, a signalman, produced his book, showing
that the coal train passed his cabin at Conington at 6. 25,
the "be ready" from Holme having come at 6.14, and the
train, being 'on the line" at 6.21, passed Wood Walton at
6 32. At 6.32 he received "be ready" for express, train on
line 6.36, passed his cabin 6.3, and was cleared from Wood
Walton at 6 41. Subsequently he stopped a passenger
train with his hand-lamp because he had not got "line
clear" from Wood Walton. He told the driver that his
levers were in the proper place, and he had supposed his
signals to be on at danger. When the driver informed him
that the signals were not working, witness blocked his line
back to Holme by means of his telegraphic bell. Ile then
examined his signals and broke an iron chair to give greater
weight to the signals.
- - -

Charles Rose, signalman at Wood Walton, produced his
record book, shoming that the coal train was signalled "be
ready" at 6.20; "train on line" at 6.24. It passed Wood
Walton at 6 31, and was not cleared from Abbot's Ripton.
At 6.35 he received from Conington "be ready' for ex-
press ; at 637 "train on line." At 630 it passed his cabin,
and his signal home and distance, having been fixed at
"danger" in bonsequence of the coal train not having been
cleared from Abbot's Ripton, he could not say whether his
signals answered to the levers. Ile spoke of the position of
his lever& Ile expected that the coal train would not be
shunted in time at Abbot's Ripton when he saw the up
express pass by. Ile did not show a red hand-lamp because
he thought his signals were at "danger," and he did not
hear the express till it had rushed past his cabin. Once in
December his signals would not work because of the snow.
_ _

By Mr. Glitches ; He did not put down fog signals, nor take
any other of the precautions mentioned in his instructions
for times of bad weather and difficulty.
By Mr. Meadows White; TJp to the time of the passing of
the expreni he had no reason to think his signals were not
working properly, and he would not have been justified in
leaving his cabin to put down detonators on the line, but
when he found the Manchester express approaching, despite
his levers being turned to "danger," he waved his hand•lamp
and stopped the train. This was after the accident.
C. W. Johnson, also a signalman at Abbot's Rtpton, pro-
duced his record-book, which showed that for the coal train
he received at 6.'25 the "be ready" from Walton, that a train
was "on the line "at 6.32, and it reached his cabin at 6.41.
He signalled to the driver with his hand and lamp to shunt
Cite train into a siding on the up side. The driver got on the
points without delay, and witness at once gave him the signal
to set back, telling him that "the Scotchmata is standing at
Wood Walton." Witness turned round then to attend to some
of the instruments, when he heard the shunting lever shake,
and he fancied the coal train was off the road. He turned
round to look, and noticed the engine of the coal train shoot
forward, and then for the first ttme it crossed his mind that
the Scotchman had run into the coal train. This %vas at
6.44 p.m he thinks. He had got "be ready" for the Scotch
express from Wood Walton at 6.39, and acknowledged it.
He did not get the signal "on the line." After
that he made no signal to Wood Walton of any sort or
kind. He had not "cleated" the coal traiinighttotoVihroaVe
Walton, and consequently the Scotch express o
been standing at Wood Walton.
signalman at Walton to have kept h
danger, and witness's own signal It wet: thhoemdeutsyignoaffthaett
s should have been a
" danger " as his levers were in a positir.
cannot nay whether his signals anger," because
oof danger He
The first thing
thheactohulediiotsecollision was placing
were at
g throughaft
eafter
Ile received
e remembers them
hdeomi n th
et hnersstnow.
but it never entered his mind
notice of the down express,
the levers of his down signals at danger
d . Asher an the guard of
about it being so close, and be was so excited he did not
think of it. lie recollects seeing Mr
passengers were pressing on i
the coal train in his cabin, but he does inot know what they
said. The nu.
By Mr. Bowen: From an entry in his book it appears that
the down distance danger signal must have worked at 6.4
when it gave notice for a shunting. The train shunted left
his points at 6 30. Some other trains passed P after that and
before the accident, but there is no entry to that effect. The
danger signal remains on six minutes, so that from the
entries in the book it appears to have been working till about
twenty minutes before the accident.
By Sir. Gaches : He tried after the accident to telegraph
to Huntingdon, but he could not get the instrument to
work.
By
Mr. Hunnybun If he had not been so confused he
might have telegraphed to Stukely in time to stop the down
express.
By Mr. Meadows White The fact that the coal train
was being shunted at the time of the accident is itself a
proof that the home and distance signals—as far as the
levers were concerned—must have been turned to
"danger." The passengers crowded round him, and all
botfiered him to telegraph to their friends while we was
trying to get the speaking instrument to work.
William Chowell, signalman in the Stukely cabin, produced
his book, which shows that the entries as to the down ex-
press were "be ready" at 6 47, "On lino" at 6.50, and it
passed his cabin at 6.52, and at that same time as the train
was passing he received five beats on his telegraph bell,
which meant "line blocked." That was from the Abbot's
Ripton cabin. He then ran to his bell and gave one beak
and "pegged over" his needle, which meant "line blocked"
from Abbot's Ripton. The five beats were received too late
to warn the driver of the down express. Had they came a
few seconds sooner he could have signalled danger to it. He
knew nothing of the collision then.
Captain Tyler remarked that the notice of line blocked did
not appear to have reached witness until eight minutes after
the time when the first collision was said to have occurred.
Witness in continuation said that on the Bth and 9th of
December last he experienced a difdculty in working isle