view document PDF _0.2Mb download_ - Accounts and papers of the

Document Sample
view document PDF _0.2Mb download_ - Accounts and papers of the Powered By Docstoc
					over thCl!c long crossings if the u'ain receives a             In order to do this, he had slewed the Meath Railway
sudden check 01' pull, and more particularly so if the      and put in two reverse curves. I recommended him to
crossings chance to be half an inch low or out of           shorten the lead of the points to the crossing, and as far
gauge, or if the wheels of the waggons are not per-         as practicable to ease olf and straighten these curves,
fectly true to gauge and in good order.                     as they are unfit to run over at moderate speed.
   There appeal'8 to be no reason to suppose that any-
thing was wrong with the crossing or waggon when                                          I have, &CO,
the accident happened, and I think it likely tha, u.        Tke Secreta'1l,                  F. H. RICH,
jerk was the ea.use of the waggon leaving the rails.         Railway Department,                Lieut.-Col., R.E.
   The engineer of the Midland Great Western Rail-              Board of Trade.
way had changed the crossing for one of 1 in 8 when
I visited the spot.

                 A copy of the above report was sent to the company on the 18th August 1869.

                                 Board of Trade             of this train remained back to protect his train, and
                            (Railway Department),           the guard of the second train, after getting on the
SIR,                      Whitehall, 27th Ju1U1869.         engine of the third train, went on with it, to assist in
        IN compliance with the instructions contained       pushing forward the other two trains, which were
in your minute of the 25th ult., I have the honour to       moving on slowly towards Dublin.
report, for the information of the Board of Trade.             It is repo~ that the third train approached the
the result of my inquiry into the circumstances which       other two trains at very moderate speed, and that the
attended the collision that oceurred on the 2nd of          tender break was on when the third train got within
June last, near Maynooth station, on the Midland            an engine length of the second train. The tender
Great Western Railway 'of Ireland.                          break was then taken otT, so as to allow the third train
   On the day in question, a cattle train, which is run     to close on the second train, and the result was a blow,
on market days, left Enfield for Dublin at 12.55 p.m.       which frightened the passengers in the second train,
The train consisted of an engine and tender, 33 loaded      and five of them are reported to have been bruised and
cattle waggons, and a guard's van. When this train          shaken.                                                .
got about li miles to the east of Maynooth station             The collision must have been slight, as no injury
one of the tubes of the engine burst, and the train was     was done to any part of the rolling stock, and none
brought to a stand at about 2.20 p.m.                       of the vehicles were thrown ofl'the rails.
   The guard went back with a danger signal and                The tenth waggon mm the tail of the second train
stopped a goods train, which arrived shortly after-         became unhooked. It was recoupled. and the trains
wards hom Athlone.                                          proceeded safely on their journey.
   This goods train consisted of an engine arid tender,        The accident was caused by the driver of the third
31 waggons of goods and cattle, a third-class carriage      train misjudging the speed of his train or t~t of the
with break compartment, in which 15 passengers and          train which he was approaching. The grBdient is
the guard were travelling, and a carriage truck, with a     practically level.
calTiage on it, at tbe tail of the train.                      The driver of the third tl'ain stated that he thought
   This train was moved on to the cattle train which        that the train that he was approaching was proceeding
had broken down, so as to push on the cattle train.         at four to five miles an hour at the time of the col-
The guard of the goods train remained back to protect       lision.
his train, and shortly after he stopped a third train,                                     I have, &e.,
which runs from Mullingar on market days.                    Tke Secretary,                      F. H. RICH,
   This third train consisted of an engine and tender,         Railway Department,                  Lt.-Col., R.E.
40 loaded waggons, and a guard's van. The guard                  Board of Trade.

                A copy of the above report was sent to the company on the 18th August 1869.

                                    MONMOUTHSHIRE RAILWAY.
                            RailuJtzy Department,           (four miles), and a double line from Victoria to EbbW"
                                Board of Trade,             "\Tale. The single line is worked with the assistance
SIR,                     'Whitehall, 19th July 1869.        of the electric telegraph, but not on the absolute block
        I HAYE the honour to report, for the information    system. Between Victoria and Ebbw Vale the line
of the Board of Trade, in obedience to your minute of       is mostly on a steep rising gradient of about 1 in 75,
the 3rd instant, the Iesult of my inquiry into the          but at the particular spot, under an iron over bridge,
circumstances which attended a collision on 1st July        where the collision took place, it is about 1 in 101.
between a passenger and a mineral train at the entrance     At this part there are sidings leading into the Ebbw
to the sidings of the Ebbw Vale Iron Works, near            Vale Iron Works, which sidings at the north end are
Ebbw Vale station of the Monmouthshire Railway.             connected with the up line of railway, and at the
Six passengers have complained of baving received           south end are joined to the down line of railway,
injuries on that occasion, but it is hoped that no one is   the distance between the junctions of the sidings with
seriously hurt.                                             the up and down lines being about 520 yards. A
   The Beaufort branch of the Monmouthshire Railway         signalman's cabin is placed about 308 yards south of
extends fromthe Aberbeegjunction with the main line         the junction with the up main line, and the signalmun
of the Western Valleys section, to Ebbw Vale and the        is provided with distant signals in each direction, so
Beaufort Works, and is about six miles in length. It        that he may cover the operation of a mineral train
is a single line from Aberbeeg j1Ulction to Victoria        eniering or leaving the Ebbw Vale Iron Works

                                                                                            Digitized by   Goog Ie
                                                              55                                   \
 Sidings, the up distant signal, oz that placed to the             the ateam the reverse _,. He told his 'fireman 10·
 south of the cabin, being at a distance ot 380 yards.             put on the engine break, but waa too much ·Conftlsed
     On the day in question an additional or extra up              to whistle for the guard'a break.
 mineral train, consisting of a. tank engine, nine trucks            The cauae of the collision was the omi8aion of the
 of iron ore, and a break-van, left Aberbeeg junction             signalman to place the up distant signal at danger
 at 3'55 P.H. for the Ebbw Vale Iron Works; it was a              before he left his cabin to walk up to the north end of
 through train, and had not to stop a' any intermediate           the Ebbw Vale Iron Works sidings, for the purpose of
 sta~ion. J was not enabled to learn at what time it              holding the points to allow the trucks of iron ore to
 passed Victoria station, but it is said to have stopped          be shunted into the yard. He admits that he forgot
 a tew yards north of the junction of the siding with             to put up the signaL
 the up line about 4.26 P .H., and the guard states that             He had been three weeks employed at this signal
 his van stood just under an iron over bridge, and                cabin, not having previously been in the company's
 after putting down two of the breaks of ~he ~rucks,              service, but a man st6yed with him five days until he
 IIIld uncoupling his van, he went into the van for               thoroughly understood his duties. He is on duty from
 the purpose of unscrewing the break, for the van to              6 a.m. to 20 minutes past 7 p.m. The hours are· too
 drop down on the main up line a little to the south              long, but the duties are by no means hard, &8 there
 of the points leading into the sidings, to allow the             are not quite 20 trains a day, including up and down,
 trucks with iron ore to be shunted into the sidings,             mineral, goods, and passenger trains.
 and then he saw an up passenger train approaching                   The collision could not have occurred if the traffic
 from the BOUth on the same lino of raile. When he                had been worked with the assistance of the electric
firet saw the passenger traiu coming the steam was                telegraph on the absolute block ayatem, which might
 an, but it was shut off a good bit before the passenger          be introduced and worked, at very' little additional
 train reached the van, and he states also, that the              cost over the double line b6tween Vicioria and Ebbw
speed of the passenger train was DOt great when the               Vale stations. I understand, however, that the Mon-
collision occurred, about 4.30 P.H.; and in this respect          mouthshire Railway Company are not, at the present
he is corroborated by the driver of the passenger train,          time, in possession of such an amount ot siding ac-
who says that he was not running five miles an hour at            commodation at Aberbeeg junction 88 would admit
that time. The buft'ers of the paasenger train engine             of the introduction of the block system, 88 a coBsider-
and the mineral train break van were broken.                      able number of their trains are divided and UBited at
    The train which ran into the break-van was a por-             this junction.
tion of the 3.0 P.x. up passenger train from Newport,                The present arrangement of having a cabin midway,
and the Ebbw Vale podion consisted of a tank-engine,              or nearly BO, between the junctions with the up and
two carriages, and a guard's break-van. It is ap-                 down main lines, though economical, is not an ad-
pointed to leave Aberbeeg junction at 4.8 P.II., but it           vantageous one in other respects; the distance is too
did not leave until 4.10 P.H., or 15 minutes after the            great.
departure of the extra mineral train. The driver                     If this line were to be inspected at the present time,
was not told that there was any extra train before him.           I should require that it should be rendered impoBBible
This passenger train stopped at Cwm and Victoria                  tor a train to be shunted into the Ebbw Vale Iron
I!tatiOIl8, and left Victoria at 4.24 P •••, two minutes          Works sidings, or to cross from the np to the down
after its appointed time ; and as it approached the               line, or tJice "BrIll, without the distant and junction
Ebbw Vale Iron Works sidings the driver found the                 signals being first placed at danger.
up distant signal stood at "all right" for him to pro-                                         I have, &c.
ceed, but on coming round the curve by the Ebbw                   Tl&e &cretary,                        W. YOLLAND,
V ale Yard he saw the van on the line. He was                        Board of 1\-ade,                           Colonel.
running about 20 miles an hour at the time, and he                     Railway Departntent.
&hut off the steam, rQversed the engine, and put on

                     A copy of the above report was sent to the company on the 9th August.

                                       NORTH-EASTERN RAILWAY.
Sm,                             York, 19'" July 1869.             here and there between the trees on the west of the
        IN compliance with the instructions contained             Kirkham station. The Kirkham and Castle Howard
in your minute of the 8th inst., I have the honour                stations are three quarters of a mile apart.
to report, for the information of the Board of Trade,                On the day in question, two excursion trains left
the result of my inquiry into the circumstances which             Doncaater for Scarborough, the one at .6.3 a.m., con-
attended the collision that occurred on the 6th inst.,            sisting of an engine and tender, a van, 24 carriages,
near the Castle Howard station of the North-Eastern               and a second van; and the other, a quarter of an hour
Railway.                                                          later, of similar dimensions. The first train reached
   The Castle Howard station is 16!- miles from York,             York at 7.37, and nine carriages and a van were
OD die Hne to Scarborough and 1Vhitby, and being                  added to it at that station from the second train, which
situated in a picturesque and well-wooded country, the            arrived ten minutes after it. The two trains then left
view along the railway is much obstructed by curves               York at 8 o'clock, as one train, consisting of 33
and trees in both directions. The line is double; there           carriages and three break-vans, and containing
is one siding connected with the down line, and the               upwards of 1,000 passengers.
station is protected by a semaphore signal on the                    This combined train was not due to stop till it
platform, and a distant signal in each direction. The             reached Malton, 2H miles from York, where the
distant signal towards York is 733 yards mm the                   tickets were to be c01Iected. It passed Kirkham, 15f
station, and is on a gradient of 1 in l,200, falling              miles from York, at a speed of about 30 miles anhour,
towards Scarborough, there being gradients of 1 in 400            and the signals at that station showed all right. Mr.
past the Kirkham station, and 1 in 519 on the west of             Rowe, the district inspector of the locomotive depart-
the Castle Howard station, both falling in the same               ment, rode on the engine with the engine-driver and
direction. This distant signal is visible uninterruptedly         fireman, with a view to greater security. Neither he
for 455 yards; the view of it is then obstructed by               nor the engine-driver were aware till after the acci-
trees and the Kirkham station buildings (on the curve)            dent that it was possible to catch sight of the distant
for 176 yards ; and it is again visible for Ahort distances       signal from Castle Howard on the west of Kirkham,

                                                                                              Digitized by   Goog Ie