OPAPA DERAILMENT.

New Zealand Herald, Volume LXII, Issue 19144, 9 October 1925, Page 10

OPAPA DERAILMENT.

OPENING OF COMMISSION. EVIDENCE OF THE EXPERTS. LINE IN GOOD ORDER. RUN WITHIN SAFETY LIMITS. % . [BY TELEGRAPH. —PRESS ASSOCIATION. 3 WELLINGTON. Thursday. The commission appointed to inquire into the accident to the WellingtonNapier express at Opapa recently opened its sittings this morning. The members are Messrs. W. G. Riddell, S.M., chairman, J. Marchbanks, and W. D. Hunt. The Railway Department is represented by Messrs. M. Myers, X.C. and M. Denriehy, solicitor for the department. Mr. P. j. o'Regan is appearing for the relatives of Edward Vivian Iggulden, deceased, late of Wairoa. Mr. Melville watched the proceedings on behalf of the Amalgamated Society of Railway Servants. The commission was asked to report on following points: —What was the cause of the derailment and are there any circumstances in connection with it which in your opinion call for comment ? The chairman stated that the commission had inspected the scene of the accident and the engine involved in the derailment. Unfortunately the enginedriver had been seriously injured in the derailment and was unable to appear, and at the present stage the commission only proposed to take technical evidence with regard to the condition of the permanent way and the engine. The inquiry would then be adjourned until the engine-driver was able to be present. No Sign ol Obstruction. Mr. Myers said his instructiocs from the department were to assist the commission in every possible way, in the public interest. Frederick Charles Widdop, chief engineer to the railways, said the point at which the engine went off the line was well round the curve, but still on the curve. He went over the track with the district engineer and inspecting engineer, and also examined with them the rails and sleepers which had been removed. He carefully looked for any obstruction or any sign of obstruction that might have contributed to the derailment, but failed to find any. The "ballast had been disturbed, but that was purely through clearing away the wreckage. The curve up to the point ! of the derailment was tested for cant and slack and gauge, and the line along the long straight before the curve ana the sharp reverse curve further up the line was also carefully examined. They could see nothing in the condition of the track that would cause or contribute to the accident. The cant was well run up on the curve. The gauge was true and the track well-ballasted, and the rails showed very little wear. The fastenings were tight and in good condition, and the joints regular and leveL In fact, it was a good piece of track. Beyond the point of the derailment the track had been badly damaged, the rails being twisted and the sleepers torn out. He had had a plan made showing the damage, and repairs since effected. The j' maximum speed for a curve of 7| chains in depth was 25 miles an hour. Thatmaximum had been in- operation for the past eleven or twelve years. Speeding Up the Service. The mail train did not take so long now to go from Wellington to Napier as it did prior to the alterations in the time-table, but no alteration had been made in regard to the maximum speed on this curve, or other similar curves. It was still 25 mill® an hour. Experience showed this was a safe speed on these curves. Witness admitted there was a derailment at this point on February 21, 1620. Mr. Marchbanks: Apparently it is a bad piece of road, with a sharp curve and steep grade. Is it possible to improve it without very great expense ? Witness: By cutting back the track it would be possible to ease the curve. Where possible, sharp curves are eased by transition curves. Mr. Marchbanks: Is there any advantage in putting guard rails on curves of this nature ? Witness: A gtiard rail on the inner rail would improve the curve by preventing the wheels mounting the outer rail. I was perfectly satisfied with the condition of the track. It was in good running order. Charles Theodore Jeffries, inspecting engineer, Wellington district, gave corroborative evidence as to the state of the track and described* the positions of the engine and carriages after the derailment. He saw no sign of anything liable to cause derailment. He last stringed the curve and pulled it into correct alignment in April, 1925. He had not to pull it in much and left it in good order. The running times of trains were checked occasionally. He found a driver running at his maximum on a curve and called his attention to it. Track Regularly Examined, Alexander Smilie Wansboroagh, designing engineer to the chief engineer's department, said it was his work to decide safe maximum speeds for trains. Speeds were reconsidered for the whole of the country in March of this year. The 45 miles an hour maximum on straights and easy curves had not been altered, nor had the 25 miles an hour maximum on curves under nine chains radius. William Alexander Gordon, inspector of permanent way, Palmers ton North, stated that for 5£ years, up to June last, he had been inspector over the line in question. He had inspected the track on an average easily once a fortnight. When he left the district the line was in good condition Mr. Marchbanks: Is theft any difficulty in keeping the track to the proper curve at this particular point? Witness: No. Continuing, witness said he inspected the line the day before the accident, j Everything was then all right, Donald Morrison, train examiner, and j Richard Dixon, brake inspector, North Island, said the train brakes were in good order. Alfred Harris, general superintendent of transportation, with 41 years' service, said the time of the journey from Wellington to Napier had been shortened so as to give a better service. The change Mas made after consultation of the heads. The time was shortened from 8 hours 49 minutes to 7 hours 15 minutes. They cut out some stations and shortened the time the train stayed at others. The maximum speed was not exceeded and the men were not required to speed to make up lost time. The commission adjourned.