KATANA INQUIRY

Hokitika Guardian, 15 June 1938, Page 4

KATANA INQUIRY

FURTHER EVIDENCE. (Per Press Association—Copyright). WELLINGTON, June 14. The inquiry into the Ratunu train derailment was resumed this morning. 1 wenty-throe more passengers are to give evidence, six of whom were heard to-day. After the remainder of the evidence of A. S. Wanstr.nigh, designing engine, r of the New Zealand Railways, had been given, the chairman oi .Tie hoard,-Sir Francis Frazer, anmnuicid that the Alinister had extended tile periorl in whiih the board had to report to June 30. Air H. F. O’Leary-, K.C., explained that Wansbroiigh had given his evidence, except for the speed at. which tlie train was going, having retrained from that because the driver was not able to be present. He unaer•;to:.d that the driver was now able to attend. Wansbroiigh wished to leave .New Zealand on Friday week, and asked that his 'evidence lit' taken today, and the cross-examination not later than Alomlay. Air G. G. Alason offered no objection. Wansbroiigh’s' evidence was long and technical. He placed the probable speed of the three derailed vehicles after the coupling parted at 34 miles an hour, and that of the derailed engine and carriage at the time of leaving the rails at probably not less than 40 miles an hour, this result being consistent with the computed speed of 34 miles ail hour- for flic carriages following after receiving a heavy impact from striking the partially retarded first carriage and engine. He was of opinion that the derailment was caused bv the engine overturning as a result of entering the curve at a speed greatly in excess of a safe speed for a curve of that radius. The speed of 45 miles an hour was based on the distance travelled by the wreckage and the nature and extent of the damage, in view of the very rapid oventurning of the front portion of the trnin t enabling the left side of the leading headstock of the second carriage to impinge on the right side of the rear headstock of the first carriage.

No Evidence of Obstruction. Tt 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 the derailment, nor could any evidence pointing to such obstruction' be found, either in marks on the vehicles or the track, or in any foreign body subsequently foiling although an intensive search was made that resulted even in small pieces of the fishbolts of the damaged rail joint being recovered. No obstruction on the rail could have overturned tlie whole engine, unless it were of such a substantial nature, «r the speed so great, that tlie bogie frame would ybe thrown violently into contact with the engine frame. He was of opinion that the engine began to overturn on its springs as soon as the six driving wheels came completely on to the six point, four-chain circular curve, at which point the curvature would become sufficient to cause overturning at the speed at which the train was travelling.

The witness was proceeding to read evidence given by the late Professor R. J. Scott/ formerly of the Canterbury College engineering school, concerning the Opapa derailment of 1925 in support of his basis of the cal- ,

dilation of the speed, when Mr Wilson objected.

Sir Francis Frazer ruled that the factual evidence given in that case by Professor Scott was not admissabh*; but the theory on which Wnnsbrough followed the method of calculation adopted by Professor Scott was. Wansbrougli altered his written evidence into conformity with the ruling, and said it was not .necessary to consider any obstruction on the line, as the facts observed by/ him were sufficient to cause the derailment.

Passenger’s Evidence. James Arthur Lattimer, in evidence, said that just before the accident the train appeared to he gradually slowing;, hut there had been nothing abnormal about the speed before 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. Witness got into the cah and lifted the driver by his right thigh, as his left thigh was injured. He put him on top of the tender ' from which place he was lifted down by others. He then went hack, and found the fireman tangled in wires, which lie out away with his knife. The fireman was badly scalded and injured, and collapsed, becoming unconscious when laid on the hank. The fireman’s first question when lie met witness was, “What, happened ?” Persons near the cah were talking about the speed, and the fireman must have heard ft- but said nothing about the speed. There was nobody else on the engine put the driver and the fireman. Witness did not smell liquor on either tho driver or the fireman. Hector Dawbin Bushhv estimated the speed of the train at the time of tin* accident, to he 25 miles an hour.

Alter the evidence of further passengers had been heard disclosing a divergence of opinions as to the speed of the train, the inquiry was adajourned till 10.30 a.in. to-morrow*