FURTHER EVIDENCE AS TO SPEED IN RAILWAY INQUIRY

Grey River Argus, 13 April 1948, Page 3

FURTHER EVIDENCE AS TO SPEED IN RAILWAY INQUIRY

Passengers’ Versions

CHRISTCHURCH, April 12 Passengers’ evidence on the Seddon train disaster on February 25- was heard before the board of inquiry today when it opened a three-day session at Christchurch. At the end of the evidence, counsel will sum up to complete the hearings. iiennis Arnold Bailey, a clerk, of Christchurch, said he was with his wife in the fourth car. Between Seddon and the scene of the accident, the speed of the train seemed a little fast, but was not alarming. There were two terrific jolts and then the crash. The carriage seemed to go in the air a little, and then land on the carriage in £ront. The carriage became filled with smoke, dust and steam, and through the window he could see flames.

Murray Joseph Richards, a telegraphist, of Christchurch, said he was in the sixth car, with his wife. About five seconds before the first jolt, he said to his wife that they seemed to be making up time. He was not looking out oi tne ' window at the time, but felt that the train was travelling fast. ENGINEER’S EVIDENCE Horace Campbell Lusty, chief civii engineer, New Zealand Railways, Wellington, said In answer to a question by Mr W. H. Cunningham (for the Crown) that the life of the rails on tlie Blenheim-Wharunui line would depend entirely on the amount of traffic. The rails had been in use for 3Z years and were about hair worn. On the present amount of traffic, the rails would have a life of 20 or 25 years.

Witness said that the speeds now authorised generally were fixed a number of years ago; ■ From time to time, however thev were revised, when heavier rolling stock was introduced. Larger rolling stock, such as the “K” Class engines overturned at a lower speed on any particular curve than some of the older types. It was therefore, necessary to review the speeds on curves to allow of a sufficient safety margin lor new rolling stock.

The general margin required was 15 miles an hour between the authorised speed and the absolute minimum speed at which a locomative might overturn. That was the average figure.

“In this particular case, a speed of about 52 miles an hour would be required to overturn an A.B. engine, a margin of 22 miles an hour above the authorised speed,” said the witness. Mi’ Wicks: “If the rails had been of the 7(Jlbs or 801os type, would thv train have upset on this curve at a speed of about 30 miles an hour above Lie authorised speed?” Witness: “It would not have made any difference unless the speed was so great that the rails became distorted.”

Mr Wicks: “Could they have become distorted at that speed ?” Witness: “It is most unlikely.” Mr Wicks: “It is the policy of the department to change to 751bs rails?” Witness: “If the Traffic Department indicates that heavier locomotives than the ‘J’ class are to be used on this section of the- line, heavier rails than those of 55Ibs would be used.” Mr Wicks; “Is it a difficult part of the line,” Witness: “I know the whole of the New Zealand railway system. This part is not difficult.” Ta Mr Wild, witness said he did not claim that the section was an easy curve in relation to certain other parts of the line. There were sections where the track was str<v.ghf foc many miles. E.F. AND C.A. POLICY Thomas Howden Stephenson, general secretary of the Engine Drivers’ Firemen’s and Cleaners’ Association, asked about his Association s general policy regarding drivers on express (rains, said that it was to ask the Department that mail, passenger, and express trains be manned by firstclass drivers. His Association had made representations for many years to the general manager on the subject. As a general principle, the general manager agreed with the Association, and had said so on several occasions. The only difference between the Association and the general manager was that the reply had been “where practicable.” To Mr Wicks, witness said that, as a matter of public safety, passenge; trains should be manned by experienced drivers. No drivers should man a passenger train unless had had sufficient experience to qualify for a first-class driver’s cerificate. That would mean that the drivers of passenger trains would have at least 939 days’ driving experience The Commission adjourned until tomorrow RUNNING GEAR IN ORDER

William Lawrence Jones, train examiner at Picton, Jaid all the running gear on the train was in order. The brake on carriage 1821 would not apply on ordinary application, but he believed that after the brakes had been applied two or three times the brake would apply normally. Witness said that the driver and guard might not know of the peculiarity. He had known the brake to be deficient or sluggish since January and had reported it. He later found that the hand and not the air brake had been checked. ■ Witness added that he had no doubts about the brake working. It was sluggish, not defective. Richard Soames Wilshire Owen, an accountant, of Christchurch, a passenger on the train, said the train left Seddon at 11.29 a.m. and on the run downhill from Seddon he noticed nothing unusual, but was concerned when he heard a grating sound of steel on wood as if a wheel were running on a sleeper. A few seconds later came a sound like couplings or some gear parting. Soon after this there was a crash. A passenger in the fourth cai, Evan James Burt, a student, ol Christchurch, said he was . pressed against the wall as the trum round the curve. Just before the smash the carriage seemed to go up in the air and for a second or two he was in the air, out of his seat. The hearing is proceeding.