MISHAP TO LIMITED

Wairarapa Times-Age, 30 November 1940, Page 3

MISHAP TO LIMITED

CONCLUSION OF INQUIRY TRACK MAINTENANCE. SUBMISSIONS BY COUNSEL. (By Telegraph—Press Association.) AUCKLAND, November 29. The care taken by the Railways Department to maintain tracks and ensure the safety of the travelling public was outlined at the Mercer derailment inquiry. Herbert William Beasley, district engineer. said he noticed that sleepers between about 160 and 190 feet from the point of derailment had been displaced toward the outside of the curve, the maximum movement occurring at a rail joint. The maximum amount the sleepers had moved in the ballast would be about three-quarters of an inch, and of this movement marks at the end of the sleepers indicated that about half an inch was quite recent, as if the track had been displaced before the derailment. It was not unusual at the entrance to curves to find some movement of the track outward, but in this case the movement was far greater than usual. Notwithstanding this, the track south of the derailment was in a safe condition. Such unusual distortion, in his opinion, could only have been caused by a heavy engine taking the curve at a very high speed. No complaints had been brought to his notice as to the running of trains round this curve. He had travelled over it on scores of occasions and never felt any rough riding. He had never noticed cases of express train drivers exceeding the speed limit round this curve in the past 23 years. No derailment has occurred on this curve other than a collision in a fog in 1930. Arnold Miller Keith, storeman and packer, a passenger on the Limited when the accident occurred, said that though the train travelled faster from Frankton to Mercer than on any other part of the journey from Wellington, its speed did not cause him any concern. At the conclusion of the evidence counsel for the various parties ad- : dressed the board. “The predominant suggestion seems to be that the train entered the curve at a speed in excess of that at which the curve could be safely negotiated," said Mr. G. P. Finlay, representing the Engine Drivers, Firemen and Cleaners’ Association, in his submission. He added that the driver was not frequently on the route and suggested that there might have been more timely notice on the bend. Mr. Finlay also stressed the necessity for providing some sort of recording speedometer to tell the driver at what speed he was driving.

“The association also feels the need for an allowance of longer time for the journey between Auckland and Wellington," added Mr. Finlay. “It is not a good thing for a train crew to think there is any pressure on them for speed. It is better for the public to leave Auckland half an hour earlier and arrive in Wellington safely than not to get there at all, even if at( only happens once in 10 years.” While the association accepted in some measure the fact that speed was the cause of the accident, it emphatically did not accept that either the engine driver or the fireman was necessarily to blame for the speed. Mr. N. S. Johnson. Hamilton, who represented relatives of McCubbin, the engine driver, submitted that the speed was not excessive. He submitted that even if the speed was regarded as excessive, McCubbin was not negligent, having regard to all the circumstances. Representing the Railways Department, Mr. V. R. Meredith submitted that no suggestion could be made against the condition of either the permanent way or rolling stock. It was abundantly clear on the evidence that all causes were eliminated other than excessive speed on the curve. The chairman intimated that the board would devote the early part of next week to the preparation of its report, which would be forwarded to the Minister of Railways. Mr. Sullivan, who would release it in due course.