A collision occurred just after midnight, on the 27th January, during a very thick fog, between a train of empty carriages belonging to the South-Eastern Railway Company, and a passenger train belonging to the London, Brighton, and South Coast Railway Company, on the down main line, between Spa Road station, and the next block telegraph station ahead, called Blue Anchor signal-box.

Two passengers and the under-guard of the passenger train are returned as having been injured on this occasion, and complaints have subsequently been received from 15 other passengers in the passenger train.

Both engines were slightly, and all the carriages in the two trains were more or less damaged, some of them to a considerable extent.

Description..

Spa Road station is situated about a mile south-east of London Bridge station, and there are three block telegraph signal-boxes in this length for working the traffic; commencing with C. D. box, the next in order being A. B. box, and then comes No. 4 signal-box, which is 896 yards north-west of the Spa Road signal-box; and the Blue Anchor signal-box is 885 yards south-east of the Spa Road signal-box. The next block telegraph station to the south-east of the Blue Anchor box is at the Bricklayers Arms junction, and distant from it about 1,400 yards. All these signal-boxes are provided with down distant and home signals.

The Spa Road down distant-signal is 430, and the down home or stop-signal 50 yards north-west of the Spa Road signal-box, while the Blue Anchor down distant-signal is 500 yards, and the down home-signal 500 yards south-east of the Spa Road signal-box.

The line from London Bridge belongs to the South-Eastern Railway Company a little beyond the Blue Anchor signal-box, and the servants of that Company were employed in the several signal-boxes, from C. D. to the Blue Anchor box inclusive; but the London, Brighton, and South Coast Company's trains run over those lines on to the lines in continuation of them from the Blue Anchor signal-box southwards to Bricklayers junction, New Cross, &c.

The collision is said to have occurred about 80 yards inside, or south-east of the Blue Anchor down distant-signal, and 275 north-west of the Blue Anchor down home-signal.

Evidence.

Frank Hill, engine-driver nine weeks, and nearly seven years in the service of the South-Eastern Railway Company, states: I was driving a train of empty carriages from Charing Cross to Rotherhithe Road on the night of the 27th January. My train consisted of a tank-engine and seven carriages, and I left Charing Cross at 11.44 p.m. It was a very foggy night. I saw the two starting-signals at the down end of the London Bridge station, one for the road on which I was running, and one for the other road. I was right against them, when I saw them: these starting-signals showed red lights, we passed these red lights, so as to draw down to C. D. box, the next box after leaving London Bridge, that I might get a signal from the signalman, in accordance with the usual practice. I could not see the signals, but the signalman showed a white hand-light and told me by word of mouth, that I was to go down by the old main line. I did not see the signals at A. B. box : but I got a white light from the signalman there. I could not see the out-of-door signals. I did not see any of the out-of-door signals at No. 4 signal- box, but I got a white light from the signalman there and he called out "all right." There were no fog- signals exploded as I went along, but I saw a fogman at the A. B. signal-box. He showed me a white light, and said that No. 4 had signalled ''all right." I went the length of the engine and one carriage past the Spa Road down stop-signal ; and the engine stood against the signal-box. We stopped at the Spa Road signal box, as the signals were against us. I could not see the Spa Road down distant-signal on account of the fog, but I saw the Spa Road stop-signal. I was right underneath this stop-signal before I saw it. I came ton stand still, and I stopped there about five minutes before I started again. We were hand-signalled on from the signal-box. I do not know whether the stop-signal was taken off for us to proceed or not, but we were signalled forward by a white light; and the signalman called out and said that no. 4 had "all right." I then went on to the Blue Anchor signals, We started to go on at 12.6 a.m. I saw that the Blue Anchor down distant-signal showed a red light. I might have been 10 or 15 yards from it when I first saw it ; I drew forward past that signal, and I also saw the Blue Anchor down stop-signal, and that showed a red light, and I saw it before the collision took place. I was still drawing forward when the collision occurred, and was travelling at 6 or 7 miles an hour when it happened. I was not aware that any train was following my train, and I did not hear any whistle from a following train : I could feel the shock of the collision very much, and it drove us on, say, 15 yards further. I was running at the time with the steam off, and my engine was about three-quarters of the way between the Blue Anchor down distant and stop signals. I think I saw the Blue Anchor down stop-signal when I was about 40 yards from it, not before. I think my engine stopped about 20 or 30 yards from the Blue Anchor down stop-signal. I could see the signal plainly then. I cannot say whether my train carried tail lights or not. I think the collision occurred about 8 minutes past 12 o'clock.

Joseph Porritt, fireman to Driver Hial, engine No. 212, two years in the employ of the South-Eastern Company, states : - I went down with the train of empties on the 27th Jnnuary from Charing Cross to Rotherhithe Road. We were stopped at the platform- signal at London Bridge, and drew down to the signal- box. I could not see the signals over the box. The signalman gave us a white light and told us all right, and that we were to go down the old main line. When we got to No. 4 box: the signalman there gave us a signal and told us all right, to go down. I did not see the signals, I looked for them but could not see them. We could not see the down distant-signal for No. 4 box, neither could we see the distant-signals for Spa Road. When we got under the signal at Spa Road we just managed to see the stop-signal, but did not pull up until we had passed it an engine and carriage length. My mate went up into the signal-box at the Spa Road and told the signalman he had run past the signal, was it all right? and the signalman said "No, you had better stop where you are." After which he gave us the signal all right to go down to Blue Anchor. Three or four minutes afterwards we saw the distant-signal for Blue Anchor, we were 4 or 5 yards from it when we saw it, and we shut off steam, and were drawing down between the distant o.nd the stop signal when the Brighton train came and ran into the tail of our train. We could not 'see the Blue Anchor down home ·signal when the collision occurred. My mate and I were shaken ond it hurt my back a bit, but I am still working. It shook ua both down. I jumped up, and put the break on, and my mate whistled, and we brought our train to a stand about half-way between the two signals. My mate jumped down and looked round the engine, and as a Brighton up train was coming up he stopped it, some of our tools being on the line, also some of the foot-boards. Our engine had the regulator slightly bent. There were two tail lights on our train, I do not know whether they were put out by the collision or not. I did not see the guard of the train of empty carriages, but the following statement which he had made was handed to me.

John Ratcliff, guard in the employ of the South- Eastern Company, states : I was in charge of an empty train going down from Charing Cross to Rotherhithe Road. The train consisted of six small carriages and a bogey carriage, there was a third-class class break at the rear of the train, and a luggage van in the centre. I was riding in the third-class break behind. We passed London Bridge about 11.55 p.m. We were &topped at C. D. signals about one minute, and again at Spa Road about three or four minutes, after which we got the signal to proceed. After we left Spa Road I could see the Blue Anchor distant-signal on nearing it, and it was at danger, showing a red light. When we got about 40 yards past the distant-signal we were run into by a train at the rear. I was still in the last vehicle, the third-class break I was not injured, but was a little shaken, I am able to continue my duties. The collision caused one pair of wheels (the front pair) of my third-class break to leave the rails. The first time our train was struck we were driven ahead, and the train in the rear came into us again the second time, and I should think altogether we were forced forward close upon 100 yards. As we approached Spa Road distant-signal I could not see it; but saw the Spa Road stop signal which was at danger, showing a red light. We had only left Spa Road two or three minutes when the collision took place. The force of the collision caused damage to all our carriages more or less. The third class break and the next carriage to it were telescoped, nearly all the buffer castings in the train were broken, and the buffer rods bent. I did not hear the Crystal Palace train coming until the collision took place.

Robert Bailey, signalman 28 years, and 30 years in the South-Eastern Company's service, and 14 or 15 years in No. 4 signal-box, states: I came on duty on the night of the 27th January at 10 p.m. It was a very foggy night. We book all signals in the signal register book: the 11.44 p.m. down train of empty corringes was signalled to me from A. B. signal-box: at 11.53, and I signalled it forward to Spa Road at 11.55, as the main line between my box No. 4 and Spa Road was then clear. That train passed my box at 11.58 p.m. and " line clear" was received back from Spa Rond for that train at 12.4. I know nothing more about that train. The London and Brighton Company's down Crystal Palace train 12.0 from London Bridge was signalled forward to me from A. B. box at 12.1 a.m. I took off my signals for that train. It reached my box nt 12.5 a.m. It did not stop at it. I showed a hand-light to that train, but I do not think I showed a hand-lamp to the down empty carriage train. I did not get line clear for that Crystal Palace train until 2.55, but Spa Road blocked the line at 12.18 a.m. We had had fogmen employed when I came on duty at 10 p.m. They continued up till 12 o'clock, when they were allowed to leave, and we book them off in the signal-box at that hour. The fog had not gone at 12 o'clock. They usually leave when the traffic on the line has ceased. The foreman of platelayers calls them off. There was one other down, passenger train that night, which should have followed the Crystal Palace train if the line had not been blocked.

Thomas Wise, signalman about 15 years, three years next March at the Spa Road, and nearly 16 years in the South-Eastern Company's service, states : I came on duty at 10 p.m. on the night of the 27th January, for o turn of eight hours. The 11.44 p.m. down train of empty carriages was signalled to me from No. 4 signal-box at 11.56 p.m. I had given "line clear" for the previous train (a South-Eastern engine) at 11.55, and the train of empty carriages was signalled as coming into me at 11.56, but I kept my signals, home and distant, on against that tram and it stopped at my box till 12.4., and then it went forward as I had got " line clear" from Blue Anchor signal-box for the South-Eastern engine. I did not get "line clear" for that train at that time; but at 3.27. Blue Anchor box blocked the down main line at 12.11 a.m.; and I blocked it back to No. 4 signal-box: at 12.19. I received the London, Brighton, and South Coast Company's down Crystal Palace train at 12.4. I kept my signals against that train. It was very foggy. The Crystal Palace train did not stop at my box. There was no whistle from that train, and it passed my box at the rate of about 20 miles an hour. I showed a red light from a hand-lamp towards the driver of that train. I saw some one on the engine, but I could not say there was more than two on it: they seemed to be looking ahead. There were fogmen out at my box from the time I came on duty, using fog-signals ; but they had left before the empty carriage train passed. The gangers tell them when they may leave; and they usually leave about 12 o'clock at night. I did not hear the noise of the collision. I telegraphed to Blue Anchor signal-box that the Crystal Palace train had run past my signals, standing at danger, at 12.7. I had not then given "train on line" to Blue Anchor box for the Crystal Palace train. I had not had "line clear" for the train of empty carriages from the Blue Anchor signal-box when the Crystal Palace train ran past my signals and box.

William Mercer, signalman 12 years, eight years in the Blue Anchor signal-box, and 17 or 18 years in the South-Eastern Company's service, states: I came on duty on the night of the 27th .January at 10 p.m. The South-Eastern engine running on the down main line was signalled to me from the Spa Road at 11..12 p.m. 1t passed my box at 12.4 a.m. and I gave line clear for it back to the Spa Road at 12.4 a.m. The train of empty carriages was signalled to me from the Spa Rond nt 12.4. I had not received line clear for the South-Eastern engine from the Bricklayers Arms junction at that time, and I kept my down distant and home signals on at danger against the train of empty carriages. It was a very foggy night. I did not see the train of empty carriages coming. Spa Road telegraphed to me to look out, and the boy took down that an engine had ran by the signals, and in consequence I opened the door, went out on to the landing and looked out. Then I heard the noise of the collision but did not see the train, nor the head- light on the engine, as I could not see anything on account of the fog. The collision occurred about 12.6 or 12.7 a.m. The fogmen had been out, but at that time they had left. Sometimes the fog clearl'd a little and then came on agnin. I could not see the back light of the stop-signal at that time (30 yards from the signal-box). I blocked the down main line soon after I heard the collision back to Spa Road. I got "line clear" from the Bricklayers Arms for the South-Eastern engine at 12.7 a.m.; but I had not taken off my down home and distant signals for the empty carriage train to proceed when I heard the sound of the collision.

Wm. Saunders, engine-driver 23 years, and about 12 years in the service of the London, Brighton, and South Coast Railway Company, states: I came on duty on the afternoon of the 27th ,January at 2 p.m. for a 12 hours turn of service: I was running all the time from Victoria by way of the Crystal Palace to London Bridge and back. 1 was driving the 12.0 (midnight) Crystal Palace train from London Bridge. It consisted of a tank-engine, nine carriages, and two break carriages, with two guards, one riding in the front break carriage, and one in the rear one. The train was fitted with single hand-breaks, and I had a hand-break on the engine, which had break blocks on all six wheels. We left the London Bridge station at 12.2, and the first station I was appointed to stop at was at New Cross. I was running with the chimney in front. There  was no one but the fireman with me on the engine. It was a dense fog that night, and it came on very dense at about a quarter before 12 o'clock. I could see none of the signals as I passed along. I got a hand (white) light waving from No. 4 box, and some one called out from that box. I was travelling about 10 miles an hour as I passed that box. I did not hear what was said by the person who called out. I could not see any signals at the Spa Road box, nor the box itself, but I saw a flash of light which might have come from that signal-box : the steam was on a little as I passed that box, and I was running somewhere between 10 and 15 miles an hour as I passed that box, not between 15 and 20, and I got no warning that there was a train in front of me. There were no lights to be seen as I approached the train in front of me. I did not see any tail lights. Neither did I see the Blue Anchor distant or home signals. I think I was running at about the same rate, that is from 10 to 15 miles an hour when I ran into the tail of the empty carriage train, at from seven to nine minutes past 12 o'clock. My engine was not thrown off the road, nor any carriages in my train. The lamp-iron in the centre was knocked off and one of the smoke-box door handles was bent of my engine. There was a draw-bar and one of the buffer castings broken in my train. The front pair of wheels of the break-van at the rear of the South-Eastern Company's train of empty carriages was hung up on the buffers of the carriages in front of it. That train was not separated into parts. All the carriages in that train were more or less damaged. The carriages were not moved until the break-down gong arrived. There is a rule, No. 131, that when the signals cannot be seen we must stop. I made a previous trip from London Bridge to Victoria at 7.48 p.m. It was foggy at that time. We were checked at that time by the explosion of fog-signals, and I left Victoria on the return journey at 9.40 p.m. We were checked and stopped in coming back by fog-signals. I was depending on the fog- signals, as I have done before, when the signals could not be seen. I did not know that the fogmen left at a certain hour at night. The fog was a shifting fog. I was looking out, both I and the fireman, for the signals on the side on which they should be seen. I did not see any fogmen. I was leaning over the hand-rail looking out for the signals, and expecting to hear fog- signals. I was sober. I have not taken any intoxicating drinks for 12 years. I could have stopped anywhere at the pace I was running in about 300 yards. There is a difference in the distance between the white light at No. 4 and my engine, compared with the red light and my engine at the Spa Road of 10 or 12 feet: I have been driving for a long time over that part of the line. I do not recollect driving that particular train at that time of night in a fog : I did not know that the fogmen were withdrawn at that particular time of the night. Had I known that the fogmen had been withdrawn I should have worked my train very differently: I was looking up for the signals and not on the ground. It is possible that I might have been running a little too fast.

Harry Saunder1, fireman to his father 15 months, and eight years in the Company's service, states : I saw no signals after we started from London Bridge up to the time of the collision. I was on the look out all the time : I did not know whereabouts we were as we went along. I saw o. light from No. 4 signal· box, and I saw light either from the station or at the Spa Road signal-box, as we passed: a flash of light, and we were running at from 15 to 20 miles an hour, and I believe we were running at the same rate when the collision took place. I did not see any tail lights ahead immediately before the collision occurred, neither my father nor 1 were hurt. I did not see the Blue Anchor down distant-signal as we passed it, nor the home-signal ahead. I am sure I was keeping a good look out. I did not, sec the signals at A. B. box, and I am not aware that I told Mr. Williams that they were all right. It was a shifting fog. We did not know that the fogmen were not there. We might have been running too fast.

William Beeching, guard nearly eight years, and 10 years in the service of the London, Brighton, and South Coast Railway Company's service, states : I was guard of the 12.0 train from London Bridge to Victoria, via the Crystal Palace, I rode in the front break carriage. We left London Bridge at 12.2 a.m. It was very foggy indeed. I was on the look out on the right-hand side. I could not see a single signal nor any signal-box. I was not, looking out on that side and did not see the Spa Road station. I did not see the Blue Anchor down distant, nor the home signal. There was no warning whatever before the collision took place. I think we were running at from 18 to 20 miles an hour when the collision occurred. There had not been any whistle from the driver. I had just got my head in from the window and was standing up. I was thrown down and shaken. I did not see any tail lights on the train in front. The collision occurred about 12.7 a.m. There were no carriages in my train thrown off the line, one or two carriages were splintered, and five or six quarter lights were broken. That was my first trip with that train on that day. There was a red light burning on the train which we ran into, which I saw after we stopped. I did not observe any side lights. Two gentlemen riding in a first-class carriage complained at the time of being hurt : one said his leg was hurt, It was a rather severe shock.

Alfred Etheridge, guard two years, and six years in the service of the Company, states : - I was under- guard of the 12.0 (midnight) train from London Bridge, via Crystal Palace, to Victoria. I rode in the last break carriage. It was a very foggy night indeed. I was on the look out, and I did not see any signals after we passed A. B. Box. I saw the box, not the signals, but saw no other box, nor the Spa Road station : I think we were running nt from 18 to 20 miles an hour when the collision occurred. I was standing up when it happened, and I was thrown down and hurt in the face and nose. I did not sec the Blue Anchor down distant, nor the down home-signal. There was a draw-bar broken, but I believe there were side chains, and the train remained coupled together.

Edward Pearson, ganger of platelayers about five years, and 16 years in the service of the South-Eastern Railway Company, states : - I was on duty on the night of the 27th January, and had o. party of five men out acting as fogmen, besides myself. One was at the North Kent down distant-signal, one at the North Kent down stop-signal, one at the main line down distant from Spa Road, one at the main line down stop-signal at Spa Road, one at the Croydon main line up stop-signal Spa Road. I gave orders for the men to withdraw few minutes after 10 o'clock. Since the collision on the 28th January we have been directed to remain on duty fogging until all the traffic is done, and then a train comes down from Charing Cross and picks up the fogmen. 

Mr. Williams, superintendent of the London, Brighton, and South Coast Railway Company, states : - That tho practice on tho Brighton line is that the fogmen must stay as long as the fog lusts, or until the traffic is over, or until they are relieved by other men. This is not n recent regulation.

Conclusion.

From the preceding statements it appears that the night of the 27th and early morning of the 28th January was very foggy, and that at 11.44 p.m. a South-Eastern Company's train of empty carriages, consisting of a tank-engine and seven carriages, left Charing Cross station for Rotherhithe Road. It stopped at London Bridge station, where the driver found two starting-signals showing red lights against him, but he passed these danger-signals, and drew down to the C. D. box, in accordance with the practice on the line: he could not sec the signals at this box, but the signalman showed him a white light, and told him that he was to go down the old main line : he could not see the signals at the A. B. box, but he got a white light from the signalman there: and saw a fogman at this box, who showed a white light, and said that No. 4 had signalled "all right." Neither could he see any of the signals at No. 4 signal-box, but he was shown a white light, and the signalman called out "all right." That he could not see the Spa Road down distant-signal on account of the fog, but he saw the Spa Road stop-signal, when he was right underneath it; and he stopped at Spa Road about five minutes, as "line clear'' had not been received at the Spa Road signal- box from the Blue Anchor signal-box for the previous South-Eastern engine: that be was signalled forward by hand-signal from Spa Road at 12.6 a.m., and the signalman called out "all right: " that he saw that the Blue Anchor down distant-signal showed a red light, and he first saw it when he might have been 10 or 15 yards from it : he drew forward past that signal and next saw the Blue Anchor down stop-signal, which also exhibited a " danger"-signal, and he was still drawing forward and travelling with the steam shut off at the rate of 6 or 7 miles an hour, when his train was run into by a following train about 12.8 a.m.

The driver stated that he saw the Blue Anchor down distant-signal when he was 10 or 15 yards from it. His fireman-names 4 or 5 yards, and the guard saw this signal as they were nearing it.

The shock of the collision seems to have been a severe one from the damage done to the two trains of carriages; although it was probably materially lessened by the train of empty carriages, which was run into, being still in motion.

The leading wheels of the last break carriage were lifted up on to the buffers of the carriage in front, but no vehicles in either train were thrown off the rails.

The passenger train, which had overtaken and ran into the rear of the train of empty carriages, was the 12.0 (midnight) train belonging to the London, Brighton, and South Coast Railway Company, from London Bridge to Victoria station, via the Crystal Palace. It consisted of a tank-engine, nine carriages, and two break carriages, with two guards ; one riding in the break carriage next to the engine, and the other in the break carriage at the rear of the train.

The train was fitted with hand-breaks in the two break carriages, and the engine had break blocks on all six wheels.

It left London Bridge station at 12.2 a.m., and was appointed to stop at New Cross station. The driver states that he could see none of the signals as he went along, but a hand (white) light was waved at No. 4 signal-box; and some one called out, but he did not hear what was said, and he saw a flash of light, which might have come from the Spa Road signal-box : that the steam was on a little as he passed that box, and he was running somewhere between 10 and 15 miles an hour as he passed it: that he received no warning that there was a train in front of him; and there were no lights to be seen as he approached the train in front, and he did not see any tail lights on it; neither did he see the Blue Anchor down distant or home signals, and he thinks he was still running at the same rate, from 10 to 15 miles an hour, when he ran into the tail of the train of empty carriages at from seven to nine minutes past 12 o'clock.