TRAIN DERAILMENT

Nelson Evening Mail, Volume 78, 25 November 1943, Page 2

TRAIN DERAILMENT

REASON HARD TO FIND BOARD OF INQUIRY PROCEEDINGS Wellington, Nov*. 24. The Board of Inquiry proceedings in connection with the derailment of the train from Upper Hutt on the morning of Bth November, which resulted in the deaths of three persons and injury to 20 others, commenced to-day. The board consists of Sir Francis Frazer, chairman,. Mr John Wood, former en-gineer-in-chief of the Public Works Department, and Mr H. L. Cole, secre-tai-y of the New Zealand Institute of Engineers. Mr W. H. Cunningham and with him Mr T. H. Stephenson, represents the Locomotive Engineers’, Firemen and Cleaners 1 Association and the driver of the train, James Bain, and the fireman, A. L. Sutton. Mr L. Mcllvride, appears for the Amalgamated Society of Railway Servants, and Mr E. T. E. Hogg tor the relati/es of the la*.e Mrs Ngaire I’earl Rowe, a victim of the accident. About 26 witnesses are to be called. In the course of his opening, Mr Cunningham said the coincidence that the same train drawn by the same engine should have n.et with two derailments in the same vicinity within three months bad naturally caused public comment. The first derailment, however, was attributable to a trailing bogie yoke casting on the engine breaking. The department’s experts were frankly puzzled as to the precise cause of the derailment on Bth November. There had been nu suggestion that the train was travelling at other than nor-* mal speed. There was no question about the sobriety of the driver and it appeared that the brakes were applied promptly immediately the driver realised something was amiss. Evidence about <he track, while it showed irregularities and variations from ihe standard, did not appear to establish anything in track conditions sufficient in itself tc have caused the accident. The up-train passed over the section only a few minutes before the accident occurred. The driver noticed nothing unusual about the track, nor did the driver of the down-train which went through less than an hour before. Both these drivers would be witnesses.

The very careful inspection of the locomotive after the accident revealed nothing in its condition that could have caused the accident. What happened was reasonably clear from the marks on the rail. What precisely caused it to happen was a difficult question. Mr Cunningham expressed the sympathy of the Minister of Railways, the management and the staff to those bereaved and hope for a speedy and complete recovery to the injured. He also expressed the management’s appreciati n of the behaviour of the injured and other passengers and its thanks to all who helped after the accident, particularly members of the U.S. and New Zealand forces, local doctors, police and traffic officers. INSPECTOR’S EVIDENCE Frank Leineweber, permanent way inspector, said the accident occurred on a 15-chain radius curve. He last inspected the section on foot with a ganger on 4th November. On the curve where the accident occurred he found the track was a little in excess in cant, up to three-eighths of an inch in places. He told the ganger the track needed attention and approved the latter’s proposr.l to deal with it the following Tuesday, he having other work to do in the meantime. The variation was nothing unusual and did not worry him in the slightest. The curve was also a little wide of gauge in places but well within the safety limits. After the accident he found that the cant at practically the same place as before had increased by quarter of an inch. A few dog spikes had been bent back, three in one place and two in another. He attributed this to the sudden stopping of the vehicles. He also noticed a broken screw spike on one of the plates holding a rail in position, but as far as he could see the rail had not shifted. Questioned as to the roughness of travelling in the area from Andrews to Silverstream witness said it appeared rough sometimes but there was the reason of corrugated rails. Witness found nothing in the track north 0 f the point of derailment to account for it. Mr Watson: You have heard that for some time drivers have been complaining of the state of the track between Wellington and Upper Hutt?—Between Wellington and Petone, yes. George Dundas Robertson, ganger in charge of the section, corroborated the evidence of the previous witness about the condition of the track. There was nothing of a serious nature wrong. DRIVER’S EVIDENCE Lewis John Barraelougk, an engine driver with 23 years’ service with the department, the last six as driver, said he drove a tram from Upper Hutt to Wellington, leaving Upper Hutt at 6.51 a.m. on the morning of the accident. He noticed nothing unusua'l on the curve on which the accident later occurred. Answering Mr Hogg, he stated that the track between Wellington and Upper Hutt was not in perfect condition. John William Boyd, engine driver, said he drove a train from Wellington to Upper'Hutt, using a WAB engine, on the morning of the derailment. It passed over the 15-chain curve about 7.41 a.m. about 10 minutes before the accident. He noticed nothing unusual. Mr Watson then read a letter which ha*l been addressed by the secretary of the Wellington branch of the Locomotive Engineers’, Firemen’s and Cleaners’ Association to the general secretary of the association on 30th August. It read as follows: — “My branch desire the executive council to make representation to have the speed of trains between Wellington and Upper Hutt reduced to that of goods trains till such time as the track is put in reasonable repair. “For some time past we have found the track is getting rapidly worse, and members are of the considered opinion that in its present state the speed is too great if trains are to be run with safety.” Witness stated that he concurred. “The state of the track is getting so bad that the speed of the trains should be reduced. To maintain timetable time you have got to make up time on unsuitable portions of the track.” NO OBSTRUCTION Harry Louis Percy Smith, district engineer of the area which includes the Wellington-Upper Hutt line, said there was no sign of any obstruction having been placed on the rails, and marks found on the rails were not consistent with an obstruction having been the cause of the derailment. He knew a letter had been sent to the E.F.C.A. about the matter. The letter, which was produced by Mr Cunningham, informed the association that the track had been closely inspected and had been found to be quite safe for “the present authorised speeds.” In reply to Mr Watson, witness stated that he differed from the view of the men who drove the engines over the track. “I am a track man,” stated witness. “I am better able to judge whether th e track is in a safe condition than the drivers.” The ‘iquiry continued to-day. Mr Watson raised with the witness Smith,

the district engineer of the area in which the derailment took place, the question if it was not worthwhile getting the department’s recording machine to test the track. Witness said it had not occurred to anybody to get it. He had received individual complaints from engine drivers about the state of the track and sought such. They were a great help in checking up on the track. “Are you prepared,” asked Mr Watson, “to suggest any steps that should be taken in the light of the two derailments to prevent the possibility of a third on this section other than a reduction of speed the E.F.C.A. has asked for?” Witness: “I could not find any fault in 'he track that would cause either derailment. I have no suggestion to make to avoid a similar derailment because I don’t know what caused the derailment.” Witness expressed the opinion that minor variations in cant and slack that had been found did not in their cumulative effect cause the derailment but not knowing the cause, he said to a further question, he would not rule out that possibility. Under further questioning he said the wear on. the rails was perfectly normal for a rail on a curve. The experience of track men, he said to Mr Mcllvride was that the WAB type of engine was the hardest on the track they had. To Mr Cunningham he said he considered that authorised speeds could be run safely on the track in its present condition. —P.A.