When it re-emerged on 29 July, at the junction of Caltanissetta-Xirbi, the convoy consisted of twelve wagons, including some — or possibly all — of the seven which had originally started from the island’s capital. There had apparently been a lot of starting and stopping, of shunting and dropping, during the long, slow trip along the single-track line through the desolate interior of Sicily. No one was in any great hurry to get anywhere, and the staff in charge tended to make on-the-spot decisions about the composition and scheduling of such freight trains on a pragmatic basis, Without bothering their superiors about every last detail. If the odd empty wagon got uncoupled or hitched up at some point, to keep the load down to what the ancient diesel locomotive could handle on the steep inland gradients, that was not regarded as a matter that needed to be brought to the attention of the officials in Palermo. Nor would the latter have been pleased to be informed about such minutiae, it being notorious that they had better things to do than their jobs.

At all events, the resulting train — whatever its exact composition — had continued via Caltanissetta and Canicattii to the coast and then headed east, picking up three (or possibly four) more wagons and losing one (or possibly two) to form the set now reposing on a secluded siding in Catania, its intended destination all along.

According to the subsequent deposition of the driver and his assistant, however, it had been stopped by a flagman near the unmanned station of Passo Martino, just south of Catania, and diverted into a siding there for several hours. This, they claimed to have been told, was due to emergency repair work on a bridge to the north. At length the flagman gave them the all-clear, and the freight train completed its journey without further incident, arriving on 1 August towards eight o’clock in the evening.