THE RECENT RAILWAY ACCIDENT AT DEBORAH.

Otago Daily Times, Issue 13210, 17 February 1905, Page 6

THE RECENT RAILWAY ACCIDENT AT DEBORAH.

REPORT OF THE BOARD OF INQUIRY. (Fkoii Odb Ow.v Cobbes?ondent.) 'WELLINGTON, February 16. Tho Board of Inquiry, consisting ;of the Chief • Engineer of Railways, the, Chief Mechanical Engineer, and the Chief Traffid Manager, has reported to Mr Koiiayne (general,manager) upon the recent railway accident to tho Dunedin-Christchureh express, near Oamaru. The evidence they heard shows that the track was in good order, that tho rails were 631b steel rails, and that the sleepers were sound, all being relaid eight years ago. Tho line was fully ballasted, and thero was no appcaranco of budding. As the day was cloudy and only moderately hot buckling .would bo unlikely to occur. As the accident was, ■ therefore, not duo to the condition of the track, the board decided that some other cause for the accident must bo looked for, and careful inquiry was therefore .made from witnesses to ascertain if any railway tools or materials had fallen or had been placed on the rails; but as none were found near the sceno of the accident it is clear that nothing of this kind could have occurred. From tho position of the derailed vehicles, the two lending cars being thrown far away from tho lino, it was evident that the first derailment took place near tho front of the train. A careful examination of the track showed' the marks of the wheels where they had dropped off the rails, but no marks showing that the wheels had mounted the rails eould ho seen prior to the marks before referred to. There were noticeable two abrasions on the top of the rail as if it had been struck by some hard substance. After leaving the rails the wheels grazed the outside of the 'left-hand rail for somo distance, leaving marks of a distinctly greasy character, mid as tho wheels of the ears were free from grease, whereas tho tender wheels were greasy, there can bo no doubt that the tender was the first vehicle 'to leavo the track. This theory 'is supported by the condition of the couplings between the tender and the first car, the tender coupling being bent to (lie right and tho car coupling to the left. Such a, bending would result from the tender being first off tho rails and then dragging off tho ear. The evidence as to tho direction in which these couplings were bout is conflicting, but tho members of tho board personally examined tho rolling stock with a view to elucidating the discrepancy. The cause of the derailing of the tender, however, was not so apparent, but the board is of opinion that trie leading bogey was derailed by a brake block. Three brake blocks from the leading tender bogey wero off, and two of these were found beyond the point of derailment under some of tho derailed ears, and there wero evidences that they were torn off by the derailment, tho hangers being broken. The third brake block is missing, and from an examination of tho brake hanger it is clear that this one slipped off without being broken. Careful but unavailing search has li-oen mado for the missing block, and until it is found tho cause of tho accident cannot be more definitely stated. The fonder brake gear on tho train was entirely in acrordatico with the American standard practicc authorised by the Mastor Carbuilders' Association of the United States of America, and was fitted cn to tho engine in question at the Baldwin Locomotive TVorks, where the engine was built. This gear is somewhat different in design from that fixed on locomotives built by tho department, or by English makers, but it is in no way less efficient. The par wheels, axle boxes, springs, and couplings wero all complete, and, except for tho damage duo to the derailment, were in good order.

Mr Ronnyne, tho general manager, in forwarding the report to Sir Joseph Ward, states that ho also visited the scene of the accident, and carefully examined tho track and rolling 6took. Ho found tho track in first-class order and fully ballasted at the pojnt of derailment, while for a considerable distance on the other side the line was straight and favourable for fast running. There could, he says, be no suggestion of excessive speed having earned the accident, as llic evidence provod that the maximum rate of speed allowed—viz., 35 miles an hour,—had not been exceeded. -As a matter of fact, there was no necessity for faster running, as tho train was a comparatively light one. and was up to time. The rolling stock was of modern type, and in the. best possible condition. He thinks the conclusion arrived at by the board is a reasonable one, but. ca-u only lie considered a tentative ono pending the finding of the. missing brake b'oi'i. For this block a very thorough search ha.s been made, but without success. Had the block liecn found at the point <■! derailment there ooul.d, he thinks, be littb> doubt- as ,to. the eauso of the accident. The di-sappcariineo of the block cannot he accounted for. It. is a large piece of metal, and unlikely to have been broken into small fragments. The theory may be advanced that some interested pcreon disposed of the block, but that he considers improbable. -It is, he adds, to lie regretted that the. cause of the derailment cannot he moro definitely arrived at.