were under pressure to get the work done. Installation and testing was carried out at weekend during voluntary overtime, the technician having worked a seven-day week for the previous 13 weeks. The re-wiring had been done a few weeks previously, but the fault had only developed the previous day when equipment had been moved and the loose and uninsulated wire had created a false feed to a relay. The signalling technician who had done the work had not cut back, insulated, nor tied back the loose wire and his work had not been supervised, nor inspected by an independent person as was required. In particular, a wire count that would have identified that a wire had not been removed was not carried out. There had been inadequate training, assessment, supervision and testing and, with a lack of understanding of the risks of signalling failure, these were not monitored effectively. Critical of the health and safety culture within British Rail at the time, Hidden recommended that unused signal wires needed to be cut back and insulated, and that a testing plan be in place, with the inspection and testing being done by an independent person. Signal technicians needed to attend refresher courses every five years, and testers needed to be trained and certified. Management was to ensure that no one was working high levels of overtime, and a senior project manager made responsible for all aspects of the project. Unprotected wrong side signal failures – where the failure permitted a train to go beyond where it was permitted – had to be reported to the Railway Inspectorate. Cab radios, linking driver and signalman, were recommended and to begin installing public address system on existing trains that were not expected to be withdrawn within five years. Legacy Testing was mandated on British Rail signalling work and the hours of work of employees involved in safety-critical work was limited. Although British Rail was fined £250,000 () for breach of the Health and Safety at Work etc. Act 1974, there was no prosecution for manslaughter. In 1996 the collision was one of the events cited by the Law Commission as reason for new law on manslaughter, resulting in the Corporate Manslaughter and Corporate Homicide Act 2007. A memorial marking the location of the crash site is at the top of the cutting above the railway on Spencer Park, Battersea. The Basingstoke train stopped at