RECENT TRAIN DISASTER

Manawatu Standard, Volume XLVI, Issue 140, 15 May 1926, Page 15

RECENT TRAIN DISASTER

CAUSES OF ACCIDENT, " REPORT BY COMMISSION. “The derailment of the WellingtonNapier Express at Opapa on September 22, 1925, was due to excessive speed, resulting from the enginedriver’s failure to reduce the pace when approaching the curves near which the derailment occurred. The presence of a third person on the engine and the taking of liquor on the engine by that person were contributing factors.” Such is the effect of the main conclusions arrived at by the commissioners (consisting of Messrs W. G. Riddell, S.M., chairman, J. Marclibanks and W. D. Hunt) which inquired into the causes of the disaster. The commission’s report was made available for publication yesterday by the Prime Minister (Rt. Hon. J. G. Coates), m his cap'acity of Minister of Railways. With regard to the question of speed and other factors, the commissioners said they were satisfied to accept the conclusions arrived at by Professor Scott, namely: —(1) That the locomotive was in first-class running order and to no defect in upkeep can the derailment be attributed; (2) that the track was substantial in character and in excellent order; (3) that 2o miles per hour, the limiting speed on that portion of track, was a safe speed for the train as constituted; (4) that oscillation primarily set up by the varying curvature of tho track, together with the lateral thrust upon the bogie wheels, might readily prove a source of danger at speeds exceeding 33 miles an hour, which aro considered the extreme limit of safe speed for an E engino over that portion of the track; (5) that the position of the wreck indicated that at the moment 6f derailment the train was travelling at the rate of at least 40 miles per h ° U CAUSES OF DERAILMENT. “This evidence as to excessive speed,” continues the report, “was supported by witnesses who "were passengers on the train at the time of the accident. We find that the derailment was due to excessive speed, and that this was tho result of the enginedriver failing to take precautions to reduce speed when approaching the curves near wliicli tn© derailment took plapo, in accordance with the regulations which are issued to engine drivers and others. We also find tliai the presence of a third person on the engine, and the taking of liquor on to the engine by that person during the journey, were factors which helped to bring about the derailment. “The Commissioners are satisfied that tho present curves on the grade where the derailment occurred can be safely negotiated by all trains if the maximum speed of 25 miles per houi fixed by regulations is not exceeded. ELECTRIC LIGHT RECOMMENDED. “The fact that five of the carriages were destroyed by fire, which started immediately after the accident, leads us to believe that the fire was occasioned by tho escape of Pintsch gas liberated by the rupture of the cylinder s and their connections. This gas would be quickly ignited from the .oeomotivo firebox, and it is clear that .ho derailment, serious as it was, night have been much more disastrous in its consequences. In view of diis fact we recommend that the .■quipment of express train carriages with electric lighting be expedited and completed as speedily as possible. OTHER RECOMMENDATIONS. “On inspecting the scene of the derailment, it appeared to the comnissioners that th© location of . tho railway on this incline could be slightly altered and the curvature improved without much difficulty, and wo recommend that the department investigate tho possibility of this improvement. We would also recommend that the department consider the advisability of increasing tho maximum super-elevation now ruFing on curves with the view of giving-greater safety in running and providing increased comfort to passengers. “The Commissioners are of opinion that the reduced time allowed on the run between Wellington and Napier, as compared with the time taken prior to March, 1925, did not affect the safe running of the train. It is clear fron the evidence that the difference b small stations between the terminal mainly made up of time saved by the elimination of 19 stops at small stations between the terminal points and reducing the time allowed for stops at certain other stations. On no part of the run is tho maximum speed per hour allowed under the earlier time-tiblo increased, and the speed restriction, of 25 miles per hour at tho curve 'on which die derailment occurred is that which has obtained for many years past. REGULATIONS REGARDING LIQUOR. “The presence of a third person (one Marshall) on the engine and the fact that liquor was taken on to the engine by him in breach of the regulations contributed to tho engine-driver’s failure to exercise the care required to properly carry out _ his duty as driver prior to the time of the accident. Under these regulations provision is made for dealing with misconduct on the part of members of trainmen on duty which affects the safety of the public, or tho interests of the service. In addition to these provisions we think it should be made a statutory offence punishable by fine or imprisonment for any person to place intoxicating liquor in the possession of or offer such liquor for consumption to any member or trainman while on duty. Taking into consideration the number of en-gine-drivers and trainmen daily employed by the department, and the few cases of misconduct _ connected with liquor, the Commissioners are of opinion from this and their other inquiries in the matter that the occurrence was the result of unusual circumstances. “The disaster, however,” concludes the report, “points to the necessity of all enginedrivers and trainmen being stttctly sober and trustworthy officers who recognise their responsibilities not only to the department but also the public.” SUGGESTIONS ACTED UPON. It was officially stated yesterday that tho recommendations of tho commission had in a number of cases already been put into effect and that other matters referred to were at present under consideration by the Railway Board.