Underground, where the train moves but slowly and there is little or no mist at any time, it is possible for the engine-driver to see the signal on the post at the side of the railroad, but in the case of trains travelling at express speed on long distances, the advantage of having the signal in the cab of the locomotive is of first

flame. It was the end opposite to where I was pinned, and I gave up hope of ever getting out alive. The flames attacked the passengers, who shrieked fearfully in their agony. I do not think any of them could have escaped. I was almost overcome with the gas and the heat, as the first burst came closer to me.

"I do not know precisely what happened, but the seats lost their grip upon me and I forced myself free. I climbed out of the roof of the carriage and fell down the embankment, where shortly afterwards I was picked up. Only two other men I know of made their escape from that compartment."

Mr. Austin Haines said he was only on the train because he had missed his usual train. He, with other travellers in his compartment, was thrown on to the floor. The roof fell in upon them, while flames shot up from below. He was pinned to the floor and had his leg twisted, but he managed to extricate himself. One victim he heard crying for someone to kill him.

THE FATAL SEASON.

LIST OF DISASTERS OCCURRING NEAR CHRISTMAS.

It is a curious fact that some of the worst disasters on land and seaincluding fires, railway accidents, and shipwrecks-have occurred within eight days of Christmas. Among Christmas-time railway accidents are the following:

1910 (Dec. 24).-Collision on Midland Railway near Hawes Junction ; 9 killed.

1906 (Dec. 28).-Collision on North British Railway at Elliot, near Arbroath; 14 killed.

1904 (Dec. 23).—Accident near Aylesbury; 4 killed.

1901 (Dec. 23).-Train on fire on Liverpool Overhead Electric Railway; 6 killed.

The Tay Bridge disaster, when over 400 yards of bridge and a train were blown into the river by a gale and about 74 lives were lost, occurred on December 28, 1879.

The last serious railway accident was that at Gretna Green on May 3 last, when a troop train was in collision and 227 lives were lost.

TELESCOPED TRAINS.

ONE OF THE MOST REMARKABLE CASES ON RECORD.

SIGNALMAN'S STORY.

Colonel von Donop opened the Board of Trade inquiry to-day at the London Bridge offices of the S.E. and C. Railway Company, into the collision which took place on Wednesday night between two City trains at New Cross Station.

The accident occurred through the 5.17 train from Charing Cross to

importance, because in foggy weather it is impossible for the engine-driver to see the signal where it now is. Again, automatic lubrication of wheels was opposed from sheer conservative stupidity, although the advantages of it are now obvious.

The opposition to automatic coupling, which would reduce shunting accidents to a minimum, is further evidence of blind prejudice.

Maidstone dashing into the rear of the 5.20 p.m. train from Cannon Street to Dartford, which was standing at one of the platforms, the resulting impact creating one of the most remarkable instances of "telescoping on record, although attended by a singularly small

casualty list.

Signalman C. J. Williams, who was on duty in New Cross "A" signal box at the time of the accident, deposed to dealing with the 5.20 p.m. train.

The Dartford train was offered to him by the North Kent East junction and accepted forthwith. At that time the line was clear up to his starting signal, but he did not lower the home signal at once, because he had not received "Line clear" from New Cross "B" box.

He was not able to offer the train to "B" box, because he had not received the "Train out of section "signal for a previous train.

Witness added that the 5.15 p.m. train from Cannon Street to Beckenham was just leaving New Cross Station when the Dartford train came along. He put the signal at danger."

"

SIGNALMAN QUESTIONED.

"Out of

"Out of

Inspector: Can you say whether the train you received section" signal was the Beckenham train ?—I received an section" signal for a train, but I am not certain whether it was for the Beckenham train.

Why did you not think it was the Beckenham train ?—It is impossible to think of everything in a signal box.

But, in spite of other things, you thought it was the Beckenham train ?-I did not know it at the time.

Witness went on to say that at the time he received the "train out of section" signal from New Cross " B" box for a train, he was engaged in pulling off the signal for the 5.17 train from Charing Cross to Maidstone.

A representative of the railway company said the collision should not have been possible with the system of signalling in operation.

The only explanation witness cared to give for his having been able to lower signal 46 whilst there was a train standing in the platform was that there must have been some failure with the instrument. There was no irregularity on his part.

In replying to Mr. Charlton, representing the signalmen on behalf of the N.U.R. (National Union of Railwaymen), witness said that in his opinion the doing away of the register boy did not conduce to safety. Evidence was also given by Signalman Buckmaster and the drivers of the trains involved.

It is, therefore, not a matter of surprise that those reformers who would go to the very root of the present difficulties in railway transport are regarded with the deepest suspicion by railway authorities.

The reasons for transport reform are, however, many; but one would be sufficient if the others did not exist. This all-powerful reason is that, on the showing of the President of the Board of Trade himself, the present tension has reached breakingpoint.

It may be as well in this connection to recall three significant incidents.

In the early part of the summer of 1915, at a time when the security of the British armies was in danger from the shortage of munitions, manufacturers of munitions wrote to the Press pointing out that the difficulties of transport were seriously hampering their operations. Later, Mr. Pretyman, on behalf of the War Office, stated in the House of Commons that there was no serious congestion. These two statements were, of course, contradictory. Later, Mr. Runciman, in reply to the request of racing-owners that winter racing might be allowed, confirmed what had been stated by the manufacturers of munitions, by saying that it was impossible to contemplate the least increase in goods traffic. If this was not an intimation that matters were indeed serious, then the President of the Board chose his language very badly. This revelation is important, as it is difficult and more often impossible to wring such facts from the Board of Trade. As a matter of fact, grave as was its tone, it gave little idea of the seriousness of the situation.

The President of the Board of Trade may rest assured, however, that, whether in peace or war, such an increase of traffic will come, and the situation will indeed be, as he says, "impossible."

The story of transport difficulties is persistent, as is

shown by the extracts from The Times, quoted below.1 The Times, for some unexplained reason, seems to be studiously averse to any exposure of our terribly defective railway arrangements. This is the more strange as the ultimate success of its great munition campaign, for which the nation can never be

1 The Times, December 31, 1915.

TRANSPORT DELAY.

THE RESTRICTED RAILWAY FACILITIES.

So deep is the discontent of manufacturers and merchants with what they regard as the inadequate facilities afforded by the railway companies for the handling and carriage of goods and the consequent unexampled congestion of traffic, that the Government is to be asked in the House of Commons to appoint a committee of enquiry into the situation, especially as to its injurious effect on export trade.

The further curtailment of the running of passenger trains announced by most of the companies for the new year does not appear to have caused any great dissatisfaction, as it chiefly affects suburban services, where other means of travelling, such as the tramways, exist. But grave complaint is made of the difficulty in getting merchandise from the manufacturing districts to the ports, with the result that ships have often to sail for foreign ports only half-laden. The railway companies are said to be deaf to all remonstrances. As they are guaranteed their dividends by the Government during the war, they can afford-the trading community contend-to take things easy.

On the other hand, the railway companies pride themselves on their success in the transport of men and material for war purposes-their first consideration-and at the same time in coping with the ordinary commercial traffic, which is greater than it has ever been in peace time. They have been able to do this, despite the dearth of labour and the depletion of rolling stock, by reason of the co-operation in management under the committee of directors appointed by the Government, and of the fine spirit which the railwaymen of all grades are putting into their work. It is also pointed out that as transport for war purposes is ever increasing, the public must be prepared for the withdrawal of more trade and travelling facilities, though this is not in immediate contemplation.

CONGESTION AT THE LONDON DOCKS.

HEAVY SHIPMENTS FOR THE GOVERNMENT.

Attention was drawn by Mr. S. Samuel, M.P., in a letter to The Times yesterday, to the congestion prevailing in British ports, and mention was made of the case of the Clan Macfadyen, from the Persian Gulf, which was six days in London before she could obtain a berth to discharge.

Inquiries show that several causes have contributed to such congestion as exists in the Port of London. Among them are bad weather and dislocation of the sailing arrangements of several large steamship lines; but the worst congestion arises from the recent heavy shipments of oats for the Government. There are at present 13 grain

sufficiently grateful, entirely depends on efficient transport facilities.

The truth is, that things are infinitely worse than the above would indicate, and that the excuses advanced do not touch the fringe of the subject. No tinkering can possibly mend matters.

It is simply astounding that in the face of such difficulties the Board of Inventions should have stated, as it has done, that the consideration of efficient machinery for loading and unloading, the absence of which is the cause of congestion, does not come within the scope of its duties.

The conclusion would appear to be that the rapid loading of ships of war, not to speak of increased efficiency of transports, is no concern of the Board of Inventions.

But, to resume, Government work cannot become less, and must increase. Private interests cannot, however, be indefinitely hung up without ruining the country.

It is trade and trade only which can supply the sinews of war.

The extracts quoted from The Times acquire an

ships, the bulk of whose cargoes are for the Government, waiting at Gravesend for berthing accommodation. Two months ago there was so little grain work in the Port that the machines were idle and the corn-porters were complaining that they could not find enough to do. Now the Port has three times more grain work than its limited machinery and labour can cope with, and the inevitable result is congestion and delays. The remedy, as Mr. Samuel indicated in his letter, is in the hands of the Government. By regulating the rate of shipments so as to spread arrivals over a reasonable period, instead of chartering and loading vessels indiscriminately at the various foreign ports, the Government could, it is contended, do much to prevent the evil.

Similar trouble, it may be mentioned, was caused at various times during the past year by wholesale arrivals of Government cargoes of sugar, wool, and timber.

The delay in berthing the Clan Macfadyen, it is explained, was due to the fact that she was one of several ships bringing exceptionally heavy cargoes of dates for Christmas market, and that the only accommodation available for dealing with these cargoes was fully occupied When she did get alongside a wharf she was discharged in three days.