RATANA RAILWAY DISASTER

Press, Volume LXXIV, Issue 22436, 24 June 1938, Page 12

RATANA RAILWAY DISASTER

Cross-Examination Of Driver EVIDENCE NOW CONCLUDED Board Adjourns Until Monday (PBISS ASSOCIATION TELIORAV.) WELLINGTON, June 23. The last witness called by , the Board of Inquiry set up to investigate the Ratana railway disaster on March 26 concluded his evidence today. On Monday, the final day, counsel will address the board. The last witness was the driver of the train, E. C. Percival, who was crossexamined on various aspects of the derailment, principally the speed of the train and fog, conditions on the Ratana flat. The driver said he was certain that he effectively reduced the speed to 25 miles an hour just before the accident. The suggestion made by a departmental expert that the train reached the six-chain curve at 50 miles an hour was ridiculous, he said. Though the fireman had not ‘ previously been over the Palmerston North-Wanganui section witness said, it was the usual practice for the driven to have his regular mate, and he made no objection. The inquiry was adjourned at 5 p.m., and will be resumed at 10.30 a.m. on Monday.

Driver’s Theory Percival said he was eight minutes late in leaving Marton, and made up four to Turakina. Leaving there, four minutes late did riot give him concern, seeing that he had, not been over the line for a long time. The men who would take over from him at Aramoho and knew the line could make it up.

It would be ridiculous, he said, to suggest that the train took the curve at 50 miles an hour. He was doing less than that when he shut off at Eatana, and for the greater part of a mile before the accident he had been drifting down with steam off, and had applied the brake a few seconds before the accident. His impression was either that the rails spread or the track subsided on one side...., He could not say whether that was the;, pause or-not. There was no question of the brakes functioning properly and they were quite all right before the smash.

He did not see the curve radiusboard, or the speed-board near, the sixchain curve where the derailment occurred, but was a ware of the speed restriction, and brought the train dojyxi to 2$ miles an hour. Locomotive Examined The.driver said he was familiar with AB 828, the locomotive involved in the accident. On the night of March 25 he booked on 50 minutes before ♦he train was due to depart. He was satisfied that hq' had sufficient rest. Millar, the fireman, had been .with him for six weeks before the accident, and witness preferred to have him, because he was his regular mate. Mr H. F. O’Leary (for the department): Did you know when Millar ■was going with you that he was not acquainted with the Palmerston NorthAramoho section? Witness: Yes. I made no objection:

You examined the locomotive, and ■were satisfied with its condition?— Yes. The brakes were used frequently on the trip, and functioned properly?— The last time I used t&em before going over the Ratana flat was on the down grade to Turakina. . There was no question of their not functioning satisfactorily?— They were quite all right there; also, when I Used them on the Ratana flat before the accident. The engine had not been detached from the train en route. Mr O’Leary quoted a rule which specified that drivers should proceed cautiously in fog, so that they would be able to stop short of the signals “Did you consider that the rule applied in the case of the fog you fan into?” counsel asked. Witness: No. There were no fixed Signals on the Ratana flat. “In every circumstances,' a driver must be guided by prudence and judgment, and always bear in mind the public safety,” said Mr O’Leary, quoting a further regulation.

“In the fog. yoli would’ keep that rule, in mind?” Witness: Yes < » The Speed Limit Did you notice when you consulted the working time-table in Wellington that from a point between Bonny Glen and Turakina to the bottom of the Fordell grade the maximum speed authorised for the distance of 16 miles was 35 miles an hour? —Yes. Leaving out the question Of mileages, the working time-table informed you that you should not exceed 35 miles an hour for a considerable distance up to Fordell, including the area Where the accident happened. If it is correct that you were travelling at 40 mijes an hour near Ratana, you were not observing the restriction in 'he working time-table?— When I say 40 miles an hour, I might have been under. There is no way of judging. You must rely upon your own discretion. Do you agree with the other drivers who gave evidence, and said they could judge the speed to a couple of miles either way?—l think I could do as well as the best of them. If travelling at 40 miles an hour, you were-not observing the speed restriction?—We had a good straight track. Do you think a good straight track entitles you to disregard the speed restriction? —According to my estimation. I was a shade above the speed lai -1 down. Yop can usually go two or three miles over the maximum laid down by the maintenance people, unless on special restriction. Speedy on Curves Questioned about the speed on curves, witness said that on an; easy curve, it was sometimes possible to travel at a speed slightly in excess of that authorised. Mr O’Leary: For half a mile you were running in fog. and could only see a chain ahead. Leaving out the rule about fixed signals, those conditions were unusual, and called for great prudence and care on your pax 1 -? —Yes.

You ran on, and your next action of importance, after speaking to your mate about the speed restriction, was to put on the brakes and reduce speed from 37 miles an Hour. How long v/r e Jthe brakes actually on?—I would only fee guessing; but would say three to four seconds. You can tell by the feel of the train when the speed is reduced. I reckoned I was down, to a speed at which I would run round the curye if I had missed the speed board. Did you not think you were taking a risk,- with visibility of only a chain, at 25 miles an hour?— Irith good country and np likelihood ** obstructiona-'-we were 'not-looking