Locomotive Cab Induced Sleep, Court Told

Press, Volume CII, Issue 30062, 21 February 1963, Page 16

Locomotive Cab Induced Sleep, Court Told

(New Zealand Press Association)

AUCKLAND, February 20.

A psychiatrist told the Supreme Court at Auckland today that he was “rather astounded” at the conditions for drivers in DA diesel locomotives. He was giving evidence at the trial of Ernest Arthur Child, aged 58, an engine-driver (Mr S. G. Lockhart), and William Henry Glogoski, aged 31, a locomotive assistant (Mr P. B. Temm).

. They have pleaded not guilty to a charge of manslaughter, which alleges that by an unlawful act they killed Francis William Howard. The charge arises from a fatal accident at Te Kauwhata, in which a train driven by the accused crashed into the back of another.

Dr. Henry Charles Bethune, of Auckland, a psychiatrist, said in evidence that very little was known about sleep. He described research into sleep carried out recently, and said he was “rather astounded at the conditions” present in a DA diesel locomotive —such as that of train 340 driven by the accused. Dr. Bethune said that when the engine was running in its third and fourth notches, the beat of the engine would synchronise with a rhythm of the brain. This would have the effect of tending to induce sleep—apart altogether from monotony. He said the real hazard from the point of view of monotony, however, was a highpitched drone from the engine superchargers. This would cause a particular area of the brain to lose activity intermittently, so that tor a few seconds waking and sleeping would occur, with a gradual drift downwards into sleep. He said riding in the cab was very smooth, the driver was physically and psychologically restricted, there was practically nothing to do, and there was the high-pitched drone.

“The general conclusion is this: that conditions were present which would facilitate the onset of sleep on the part of both driver and firemen." Dr. Bethune said the driver and fireman would be unaware of what was happening. The condition would be more marked at night with more restricted vision. Vigilance Devices Allan Campbell Munro, national president of the Engine-drivers’, Firemen’s, and Cleaners’ Association, said no vigilance device had yet been examined that was completely satisfactory. He said the need for such a device was seen in a series of accidents betweep 1957 and 1960 in which sleep could .reasonably be claimed to be involved.

Child said in evidence that he had 39 years’ experience with the railways and became a fully qualified locomotive driver in 1936. He was one of the first to learn to drive diesels in 1955. A week before the accident he had lost his mother and uncle and as the eldest of his family had to make all the funeral arrangements. After several days’ leave he started work on the Thursday afternoon and got home at 5.10 a.m. on Friday. That day at 6.10 p.m. he resumed duty and took the Limited to

Frankton. With Glogoski he left Frankton at 11.50 p.m. to bring a goods train back to Westfield. As he reached Te Kauwhata. the intermediate signal showed a yellow light and he carried on after signalling to his assistant. He did not remember anything until after the collision. Twice before the collision he had seen the yellow light followed by the green. Signals in Order The signal system at Te Kauwhata was' in first-class order when he examined it shortly after the accident, Robert Angus Russell, resident engineer, said. Under cross-examinatiqp, Russell agreed that like any other complicated electrical apparatus it was not infallible. Later, he said the signal system was so designed that if anything went wrong a red signal showed. lan Douglas Stevenson, superintending engineer in charge of signals and communications at the head office of the department in Wellington, said it would be considered a bad year if five or six irregularities were reported. The jury will hear addresses by counsel and a summing-up by Mr Justice Woodhouse when the trial is resumed tomorrow.