RAIL DISASTER.

Auckland Star, Volume LXIX, Issue 139, 15 June 1938, Page 18

RAIL DISASTER.

RATANA DERAILMENT. THEORY AS TO CAUSE. ENQUIRY TIME EXTENDED. (By Telegraph.—Press Association.) WELLINGTON, Tuesday. The inquiry into the Ratana derailment was resumed this morning. Twenty-three more passengers are to give evidence, and six of them will be heard to-day after the balance of the evidence of Mr. A. S. Wansbrougli. designing engineer of the New Zealand Railways, has been taken.

Sir Francis Frazer announced that the Minister of Railways, the Hon. D. G. Sullivan, had extended the period in which the board had to report to June 30. Mr. H. F. O'Leary, K.C., with him Mr. F. W. Ait-kin, railway law officer, is representing the Department, and Mr. C. G. Watson appears for the r.ngine drivers' Association. Mr. Watson is also representing the driver of the train, Mr. h. l'ercival. Mr. O'Lenrv explained that Mr. Wan® brough had given his evidence except for tlie speed at which the train wartravelling. having refrained from that because the driver was not able to he present. He understood that the driver was now able to attend. Mr. Wansbrough wished to leave New Zealand on Friday week, and asked that hie evi dence be taken to-day, and the crossexamination not later than Monday. Mr. Watson offered no objection. Expert's Evidence. Mr, Wansbrough's evidence was lengthy and technical, and placed the probable speed of the three derailed vehiclee after the coupling had parted at 34 miles an hour, and that of the derailed engine and carriage at the time of leaving the rails at probably no£ less than 40 miles an hour. This result was consistent with the computed speed of • - !4 miles for the carriages following after receiving a heavy impact from striking the partially retarded first carriage and engine. Witness was of the opinion that the derailment wan caused by the engine overturning as a result of entering the curve at a speed greatly in excess of the safe speed for a curve of that radius. A speed of 45 miles an hour was based on the distance travelled liv the wreckage and the nature and extent of the damage. In view of the v-iy rapid overturning of the front portion of the train, enabling the left side of the leading headstock of the second carriage to impinge on the right side ot the rear headstock of the finst carriage, it was much more probable that the speed somewhat exceeded the speed necessary to overturn the engine, or approximately 50 miles an hour. As the speed estimated from the distance travelled by the wreckage and from the damage done was at least 45 miles an hour, and might well have been more, it was quite unnecessary to look for any obstruction on the track as a possible cause of derailment, nor could any evidence pointing to such an obstruction be found, either in marks on the vehicles or the track or in any foreign body subsequently found, although an intensive search was made that resulted even in small pieces of fishbolts of the damaged rail joint being recovered.

Xo obstruction on the rail could have overturned the whole engine unless it was of such a substantial nature or the speed was so great that the bogie frame would be thrown violently into contact with the engine frame. Commencement of Capsize. He was of the opinion that the engine began to overturn on its springs as soon as the six driving wheels came completely on to the 8.4 chain circular curve, at which point the curvature would become sufficient to cause overturning at the speed at which the train was travelling.

Witness was proceeding to read evidence given by Professor R. .T. Scott, deceased, formerly of the Canterbury College Engineering School, In connection with the Opapa derailment in 102.". in support of hi* basis of the calculation of the speed, when Mr. Watson objected. Sir Francis Frazer ruled that factual evidence given in that case by I'rofessor Scott was not admissible, l>ut the theory on which Mr. Wansbrougli followed the method of calculation adopted by Professor Scott was. Mr. Wansbrough altered his written evidence to conform with this ruling, and said it was not necessary to consider any obstruction on the line as the facts observed by him were sufficient to cause derailment. •Tames Arthur Lnttimer, in evidence, said that just prior to the accident the train appeared to be gradually slowing, but there had been nothing abnormal about the speed prior to that. He was the first to go to the cab of the engine. The driver was standing up on the right-hand side of the cab. "JWTut Happened?" Witness got into the cab and lifted the driver by the right thigh, as his left thigh was injured. Fie put him on top of the tender, from which place he was lifted down by others. Witness then went back and found the fireman tangled in wires, which he cut away with a knife. The fireman was severely scalded and injured and collapsed, becoming unconscious when laid on the bank. The fireman's first question when he met witness was: "What happened?" People near the cab were talking about speed and the fireman must have heard it, but said nothing about speed. There was nobody else 011 the engine but the driver and fireman. Witness did not smell liquor on either the driver or the fireman. Hector Dawbin Bushby estimated the speed of the train at the time of the crash to be 25 miles an hour. After the evidence of further passengers had been heard, disclosing a divergence of opinion as to the speed of the train, the inquiry was adjourned until 10.30 o'clock to-morrow morning.