THE RIMUTAKA RAILWAY ACCIDENT.

Globe, Volume XXII, Issue 2047, 15 September 1880, Page 3

THE RIMUTAKA RAILWAY ACCIDENT.

[PBB PBJSSS ASSOCIATION SPECIAL WISE.]

FBATHERSTON, September 14. The inquest on the bodies of those killed i n the recent accident was continued to-day.

Jas. Montgomery, laborer, Wakerau, said he was a passenger in tho morning train in the second carriage of the train. All went right until near the second tunnel, when he noticed a strong gust of wind, and tho crash of the first carriage. The one ho was in gradually fell over on its side, throwing the occupants all together. He took the dead child Quinn from underneath its mother and Mrs Hodge ; saw he was dead, and then went down the gully. Saw Ida Pharazyn lying dead. She was not quite at the bottom of the bank. The boy Nicholas was lying higher up towards the tunnel, with the top of his skull cut and his brains hanging out. He saw a clergyman assisting Mr Jackson, of Groytown, to shelter. Ho went to his help, and put Mr Hare, who had a bad out on hia head, alongside him. Most of the passengers in the first carriage were lying down at the bottom of the bank. In answer to the coroner witness said that he noticed that the wind was rather squally, but nothing extra until the last moment, when he ehnt the door of the carriage. He then heard the crush. He had no reason to suppose that tho wind was blowing heavier than usual. Noticed nothing to account for the over-turning of the carriages, and saw nothing irregular in tho couplings. The coupling iron did not give way. One buffer was broken after the accident, but the chains were all right. Knew nothing of the other two vans behind the engine. Ho did not speak to either the driver or fireman till after the accident. Ho found that they had done all in their power. All the men were willing and competent. In answer to the foreman witness said he did not see a bottle of brandy in the possession of the driver or stoker, nor did ho know who was in charge of the engine. The foreman then read Mr Quinn’s evidence re this. Witness denied altogether that he told Quinn that the driver and the stoker were new hands. Tho only brandy ho saw was some given to the injured passengers, and he did not know where it came from. Had no conversation whatever with Quinn. Did not see any signs of intoxication about any of the officials. Assistance came after the accident very soon. Mr Ross came with blankets, &0., and the hands from Cross’ Creek, and gave every assistance. Henry Dunn, sworn, said he was a passenger from Featherston on the morning of the 11th. He was in a second class compartment of the first carriage in front of the train. It was the first compartment of tho loading carriage, and he was standing outside on tho platform. He first noticed the gust of wind, which took the carriage bodily off tho rails, about 150 yards before they reached the second tunnel. The carriage capsized, and he was pitched off. All the body of the carriage was knocked off the frame, and smashed and rolled down the hill. Saw nothing more till be reached the bottom of the embankment. He sicked himself up with the assistance of bis brother and others. Ho picked up the dead body of the boy, and put it on one side. Noticed that the couplings held. Tho first carriage was smashed, and the roof of it laid in tho stream at the bottom of the gully. He would not swear that tho second carriage was capsized. When ho picked himself up he noticed, after the incline van was detached, that two waggons had blown over. The van then went down to Cross’ Creek for assistance.

Mr Quinn, recalled, said that he had been under a mistake about tho brandy. It had been explained to him that tho brandy was ;ivon by himself. He had it in his bag with aim in the train. He did not know to whom he gave it. He bad no reason to suppose that tho driver or stoker had brandy with them. The foreman (Mr Bunny) spoke very strongly on this recantation, censuring the coroner for taking hearsay statements, such as Quinn’e re the brandy as evidence, thereby allowing such to lie twenty-fourhours without contradiction.

The Coroner (Dr. Spratt) upheld his con - duct, on the ground that it was better to have such statements brought up and contradicted. John Richardson, pointsman, Cross’ Creek, deposed that ho saw and spoke to the driver and stoker of the Fell engine before they went up with the train. They were both perfectly sober. He saw the guard, and ho was sober also. Saw the incline guard Binny immediately after the accident. He returned to Cross’ Creek with the incline brake for assistance about five minutes to ten. Saw the driver and stoker about an hour afterwards. They were all three perfectly sober then. Ho sent a message about the accident about five or ten minutes after ten to Wellington, through Featherston. Mr Ashcroft said that he felt keenly on tho subject, as charges had been made against officers of the department, and where dirt wae thrown some might stick. He could, if the jury wished, produce evidence of the sobriety of the men, and their soberness on this occasion.

The jury said that they were perfectly satisfied' that there was so foundation for the charge. George Boss, foreman in charge of Cross’ Creek, corroborated Richardson’s evidence as to the sobriety of the men in charge of the train up the incline. He said that he never saw them otherwise in public or private. When the incline breaksmen came down witness went up the incline with assistance seventeen minutes after, with all the accessories, to assist the wounded. When he arrived ho found the officers of the train, and all who were able to move were doing all they could. Assistance from Wellington did not arrive until 2.30. His present instructions are to take every precaution by all means in his power against accidents. Ho believed that a scheme was now being devised by his superior for the prevention of a similar accident in future. He was at liberty to use an extra engine when he saw fit.

Henry Osborne, guard of the 8 30 a.m. train for Qreytown on the lltb,'sworn, said— All was in good order when the train loft Cross’ Creek. He noticed that stones wore blown against the carriages when near Siberia. The first intimation he felt of anything being wrong was the van leaving the rails, and going he did not know where. As soon as the van became still, he got out, and saw that the whole train in front of the engine was lying down the embankment. The first carriage was smoshed, and bottom upwards. The second carriage was on its side, and his van nearly so, all lying at right angles to the line. He looked in the second carriage, and asked if the passengers wore much hurt. He was told that one child was dead. He then said, “Keep quiet, I have sent for assistance.” Witness went to the bottom of the embankment. He came to two of Mr Pharazyn’s children, which he thought both dead. He took one of Nicholas’ still alive to the bottom, and put him in shelter. He got a rope out of the van, attached it to the rail, and let the end down, and told the passengers to get out and pull themselves up by the rope. By this time assistance came from Cross’ creek, and helped injured passengers up and passed them along the embankment to a sheltered place. He putthe GreytownPeatheretonpassengars in a covered van and sent them away about 11.50. The dead bodies were sent at the same time. The train with the injured passengers for Wellington left at 12 50 and got to Wellington at 3.52. They were delayed at the summit waiting for the signal of the lino being clear, there being no direct communication between the summit and Kaitoke, but through Cross’ Creek and Feathers ton. At last he was instructed by Cross’ Creek to use his own discretion and start it, giving the driver instructions to use great care and blow the whistle frequently in case of meeting the special with the doctors. Met special at Kaitoke, and the doctors dressed the wounds of the injured passengers. In answer to questions witness said that be put four children in the smoking compartment by themselves, as there was no room in the others. When they started for Cross’ Creek for assistance witness noticed that two vans between his break and the engine were upright on the line. When he came up the embankment, after attending to the wounded, he saw them on their sides, but did not boo them go over. He examined the lino after getting the passengers up, and noticed nothing wrong with the permanent way. The rails were not injured. There were no marks of carriages running along the road after leaving the rails. He thought that all the carriages left the rails together. He had travelled on the incline rails for about eighteen months, and had felt heavy gusts on former occasions, but never thought they wore hard enough to blow the train off. He never noticed there or elsewhere the wind to be so violent aa on this occasion. The wind was

unusually violent on the incline all the day. It was gusty, but not unusually so, when the train left Featherston. He believed that the wind capsized the train. He could give no other reason, as the wheels and rails bear no marks of injury. Ho thought that the wind lifted the first carriage completely off the line. The roof of a covered van was blown oft on the plains near Featherston about twelve months ago. George Bartlett, driver of the Pell engine from Cross’ Creek on Saturday last, sworn, corroborated Osborne’s evidence re the accident. Replying to questions, he said that he believed that the gust caused the accident. He had been the incline driver during eighteen months, and had not experienced such heavy wind there before. There was no truth in the suggestion that himself and the fireman and 'guard had taken any drink that day. He did not think that any of the men wore teetotalers, but they were not in the habit of taking drink on duty. There was only a light wind at Cross’ Creek when the troin left there, and nothing to lead to the supposition that it was blowing on the hill. Michael Binney, sworn, said he was the incline breaksman. Acted in that capacity on the morning train from Cross’ Creek on Saturday last, First felt the gust of wind strike the van when near the second tunnel. Then felt the train stop, and opened the door and looked out. Saw the carriages lying hanging down the embankment, suspended by the coupling from tho engine. Put the van breaks on and got out. He went to the engine to see the driver, who said, “Go back for assistance.” The driver helped him to uncouple tho van. He went to the Creek for assistance, and informed Foreman Ross of what occurred. He got all tho requisite bandages, &o. Went back with him and others. When witness left the train the goods vans between the break and engine were standing on tho rail. When he got back they were lying over on their sides. Witness and those with him used their best endeavors to assist tho injured passengers. Had no warning of the accident. Never felt tho wind so strong there before. Had been at work on the incline before and after the opening for nearly four years. Had seen it blow, but not'nearly so hard as on this occasion.

R. C. Black, telegraphist, was then examined as to the delay reported by guard Osborne in forwarding telegrams through Featherston, and showed conclusively that the delay did not occur in the Featherston office. George Ashcroft, sworn, said he was District Manager of the Wellington and Greytown railways. He received a telegram re the accident about half-past ten, when near the railway station, Wellington. He instructed the porter who brought it, to tell the foreman of the engine-shed to get steam ready in an engine. He sent other porters for doctors, blankets, &o. He met the Commissioner of Railways, and asked him to wait until tho doctors came, ana then came by special to Petone, going on by the ordinary train, which was just starting. About 1.40 witness got a telegram through Featherston from the Summit telling him not to come on as tho ordinary train had left the Summit with the wounded. When the train arrived the doctors attended to the wounded, and witness instructed tho guard when they had finished to go onto Wellington. Waited a short time, and took Drs. Diver and Kesteven on with him. Drs. Tripe and Gillon returning to Wellington with the injured passengers. On arriving near the scene of the accident it was blowing so violently that witness stopped, and walked with considerable difficulty along the embankment, having frequently to drop down and hold on by the centre rail, the workmen with him having to do the same. After reaching the wreck he descended by a rope to tho frame of what had been the front carriage, about sixty or eighty feet down the bank ; about a third of the distance down. His first thought was that some wounded might be still mixed with the debris, or under the frames. He satisfied himself that there were none, and pulled himself up again. Took particular notice of the state of the wreck. Noticed that all the couplings had held, and the train was hanging to the engine. Told tho workmen to touch nothing till he gave orders to do so. Went back to the train and found two covered goods vans lying on their sides still coupled to the couplings of the engine. Witness then detailed what was done to clear the lino, which was done with great difficulty, owing to the wind. In reply to questions, witness said that ho was sure that the overturning of the train was owing to a sudden and unusually heavy gust of wind. Saw the rails guaged, and they were in good order after the accident. Have had over twenty years’ experience on railways in Franco, Belgium and Egypt on railway resembling the incline. There was one over Mount Cenis, but it was a much slighter constructed one, and no precautions were taken against wind there, and never heard of a railway where it was necessary to take special precautions against wind. In reply to the foreman, witness said that no doubt two engines would add to tho safety of the train, but would not say that it would secure absolute safety against euch a wind as that. Wind sheds if strong enough would be a protection. They could bo constructed to meet the difficulty. It was merely a question of expense. He recommended the construction of a telegraph wire from the summit to Kaitoke. It was desirable to havo more break power, and tho subject is now under consideration. He considered that portion of tho line between tho summit and Upper Hutt the most dangerous part. Instructions had been given to put two engines on if the wind was at all high. Mr Bunney drew attention to an article appearing in the Wairarapa daily to-day, saying that the officials at Cross’ Creek always expected an accident on the incline. Mr Ashcroft denied that any one had spoken to him on the subject. Ho did not think that tho report had any foundation. Tho jury retired to consider their verdict, and after an hour’s deliberation returned with the following verdict—“ The verdict of the jury is that, after full consideration of the evidence . brought before them, the deaths of Ida Phare.zyn and Francis John Nicholas were purely accidental, and caused by tho carriage being blown off the line down tho embankment on the Rimutaka incline; and in the opinion of tho jury no blame attaches to anyone.” Tho following rider was attached —“ (1) That in tho opinion of tho jury tho Government should take immediate action, by the construction of wind sheds or other protective means to prevent as far as possible the recurrence of similar accidents on tho dangerous parts of tho incline, and that direct telegraphic communication bo at once established between the Summit and Kaitoke. (2) That tho gravest censure bo p -.saodon the witness Quinn for tho statement he made without any corroborative evidence that the driver and stoker were in possession of a bottle of brandy before the accident; that they wore new hands; and that tho carriages were not properly coupled ; especially as the evidence shows that the driver and the stoker wore perfectly sober, and, instead of being new hands, they had been engaged working these engines on tho incline for at least eighteen months, and that on the occurrence of the accident tho railway authorities and their employes rendered every possible assistance in their power ; and the jury are of opinion, from the evidence adduced, that tho management of tho lino is most efficient.”