Norwich bulletin., 1916-09-23

W1Ln everything open.
 Resuming his testimony, at the af- ternoon session, Engineer Weatherbey testified that after arriving at the
 Bradford station he kept the air brake on the engine and released the brake on rest of the train. The drift" valve is supposed to be always open except when the engine is housed and then 1t has to be shut off. If this is not done the engine is liable to run away. He kept the brake on the engine as the engine would be liable to creep after standing for awhile. If the en- zine was all right there would be no danger of creeping. It is the rule to release the brakes on the train so as to make a quicker start. With the brake set in the engine of train 223, the engine acted as a stone wall against the locomotive of the Gilt Edge. He never knew of his own knowledge just what was the matter with the engine that night. There is an outlying siding at Bradford, that is it could not be unlocked without the action of the Bradford towerman. He did without permission or aid from the tower, witness unlocked the siding and went out with the engine. It was an electric locking scheme and he beat the lock that time. He went by the interlocking signal without the re- quired card. He took the engine to Midway, the terminal, on that night.
 Parker S. Ross, of New London, railroad fireman for eight years, was the next witness called, and before that for four years fireman on the Pennsylvania system. He was fire man on train 633 on the night of April F, the night of the Bradford wreck and had fired that particular engine several trips before. The locomotive did not steam very well after leav- in -TFtn tnr1FaA T1IrrTJ stopped about thirty feet from the tower, at just 7.25. The watch was correct as it had been compared with the official time that afternoon. Si- neon Fish was in the cab. He got on the engine at Kingston. He was a
 fireman on the road, had fired this par ticular engine, and assisted in the run that night to Bradford. As they came into the block the signals were set clear. Later they were set at eau tiOn and danger and the dwarf signal set for the train to go onto siding. The train was at the tower about four minutes and then went to the station, and within twenty feet of the siding signal.
 The collision seemed to come as soon as the local reached the station. Wit ness was knocked from his seat by the collision and his nose was injured
 The witness told Attorney Fitzqer- ald that he knew the local was close on to the Gilt Edge time, and the To- comotive never steamed freely. It was a case of low steam but managed to get along on running time, but not on schedule time.
 Daniel w. Camp, of New York city. traInman for sixteen years, and who Was on the Gilt Edge on the niqht of the wreck, told of reaching Providence from Boston on time, and stopped at Bradford by reason of collision with train 633. As train was going by home signal pole, the brakes were set, in the ordinary way. He sat in third seat from rear in the rear car. He got his lantern and started back to protect the train. The east bound track was not obstructed. As he went back he saw fuse burning about ten feet rom the bridge. He met F1agman CoomhS coming towards the train. but did not stop to speak, but saluted as they met, and they walked back to the bridge together. Coombs' lantern was at the bridge but was not lighted. As he passed first home the signal was red, and the distant was at stop position, yellow. Remained at bridge i've hours and boarded the next train. lie saw the blaze from the burning cars. When train stopped he did not get signal from engineer to go back and protect the train. It is custom ary for fagman to go back when train stops and without signal. He did not walk all the way back, a railroad man being with him as far as the distant slgnaI. He did not know the man. He did not know Frank Nicholson, inspec- tor III the signal department.
 MT: Camp was called to Kingston iast Tuesday and reviewed his evi- dence, and was ordered there bv the tralnmaster at Boston, and at Kings ton MT. Otis told him to come to Wes- terly, he stated to Attorney Fitzger- ald He had written order to come to court
 The part of the GiIt Edge train he was in before going out to fIao, noioht have broken away, before the Iocono- tive struck train 233. He did not know whether the train was broken in tvS py the application of the emergency brakes, but he knew the coupling was broken. He did not expect the enei1 neer to signal him to go back and to protect the train, as he knew some thlhg had happened and that it was a case or emergency. He went back a Hllle ana on the way met. F1agman Coombs near the bridge. Witness was hrst to get off his train and no one passed him going in the same direc- tion.
 On the way back there was a man with him as far as the distant siqnaI. He did not know what the man did there. After going a distance of 1000 rect, he looked back and saw the sig nal It was damp, misty night. f1t ne did not know whether the tracks were in a slippery condition. Witness sald It took six or seven minutes for him to get from the rear of the train to ms position around the curve.
 William J. Read, conductor of the GIIt Edge train on the niqht of +he wreck, was about four minutes late leaving Providence, and went hv Wood River Junction at perhaps f1fty miles an hour. The first regular s+on next to Providence is Westerly. Tbe train arrived at Bradford at ahont 732. At the time of collision witness was passing through the dining car and he got off at the rear end of the car.
 At that moment he did not know there was collision. Half a minute after the train stopped he saw the flag man start back with a red and white light, but did not go back himself to see that the fagman did his duty. He had confidence in MT Camp and knew Un1116 dn ic fJJ1+xv FvI-z