Crash inquiry hears denials, allegations

Press, 23 May 1977, Page 7

Crash inquiry hears denials, allegations

PA Auckland A hand-signalman who had not had the required a.mual examination since soon after joining the Railways 25 years ago, dispute about whether a signal was given, alleged “antiquated” signal equipment. lack of staff, and frequent power failures, are all points to emerge in the inquiry into the fatal Newmarket train crash in March. The hand-signalman between Auckland and Newmarket railway stations on the day of the crash has denied waving the passenger train through, as has been stated by the assistant driver. The signalmen, Edward Abraham, was giving evidence before the two-man board of inquiry investigating the accident. Mr Abraham said he was on duty at points near the Parnell diesel depot on the day of the accident. A suburban train came into view from Auckland about 3.55 p.m.

As he was trying to work out the train’s composition, it went past a signal. It was the only train to do this that day. “I was standing next to the line and the train slowed to a stop next to me. I saw then that the

driver was Brian Farmer, whom I had known for about five years.” Mr Farmer (who was killed in the crash) had always impressed him as a man who knew what he was talking about, said Mr Abraham. He could be a forceful man, especially w’hen he believed he was in the right. “I had -always found him to be a careful driver who did the right thing. “When he pulled up beside me, I asked him what number he was. He said 31. I asked him if he knew about the blackout, and the emergency procedures. He said, ‘Yes, he did.’

“1 told him that I had received no signal about him. He said. ‘We’ll soon see;’ and he smiled as though he knew something I didn’t and started to move awav.”

Mr Abraham had not been subject to an annual examination as required by Railways regulations the inquiry was told. He said that he was instructed on the basic relating to singalling soon after joining the department about 25 years ago. Apart from an informal check about a year ago, he had received no training or retraining in signalling. He had been obliged to do a lot of overtime lately, mainly because of a shortage of staff, he said.

“I have been informed that the reasons for such overtime is the ceiling limits put on new staff,” he said. Communications in an Auckland railways signal box were so antiquated that they should be given to the Museum of Transport and Technology, Nelson Yorke, a signalman and a railway employee for 36 years told the inquiry.

“The crux of this inquiry is a breakdown of communications,” he said. “Auckland’s ‘A’ box is mad-house — it’s just chaotic. We have become used to phones breaking

down. The whole thing is just a Mickey Mouse outfit.” Mr Yorke said he had been unable to contact Mr Abrahan until after the accident. He said he had been working in a box for two years, and had watched men “go downhill because of the pressure. “The conditions are filthy — really disgusting,” he" said. They were examined last .July, and the examiner was amazed at the state the place was in. Another signalman, Frank Tye, said he had worked in “A” box for several years, and there were frequent power failures. He had complained several times about lack of staff to help in emergencies. “I was told there was a lack of money to employ new staff, and that we would have to make do,” he said. “I made a formal request for a stand-by power plant at Auckland and Newmarket, but I never received a reply.” However, Railways communications’ technicians gave evidence the telephone line connecting “A” box to the hand-signalman was tested and found “perfectly normal” minutes before and after the crash. Later, the resident signals engineer, Frank Ball, told the inquiry that the line had been blacked out by unintentional power cuts 10 times in the seven months before the crash. He said he did not consider the number of blackouts to be particularly high. When asked • whether it would be possible to have a standy-by power unit at Newmarket, he agreed, and said that most stations south of Manurewa had separate power supplies.

Under crossexamination, Mr Ball agreed that it was “not acceptable” to have a rail system without power for up to three days.