I.—6a.

7

MINUTES OF EVIDENCE. Tuesday, 9tb September, 1913. Witnesses and those interested having been admitted — Tht Chairman said: We desire to have one representative from the Railways Department to cross-examine witnesses, one representative from the Amalgamated Society of Railway Servants, one representative of the Locomotive Engine-drivers, Firemen, and Cleaners' Association, and one from the petitioners; we want you latter gentlemen to appoint one of you to take charge of the ease on your behalf and cross-examine witnesses. is there any one lure representing the Amalgamated Society ? Mr. Mack : I do. • The Chairman: And the Locomotive Engine-drivers' Association? Mr. Kennedy: Yes, I. Mr. Grandison: The witnesses for the petitioners have appointed Mr. McDerinott to conduct ihe ease on their behalf. The Chairman: We will take your evidence first, if you will begin. Mr. McDerinott. Mr. McDermoti: Very well, sir. John Francis MoDermott examined on oath. (No. 1.) 1. The Chairman.] We will hear your statement? —I am an ex railway employee, having been in the Railway service for a period of four years and about two months —from the 24th October, 1907, to the 20th December, 1911. 1 was stationed at New Lynn from the 26th June, 1911, to the 20th December, 1911. During the time I was at New Lynn 1 was in charge of the station for half of each working-day. I left the service of my own accord, since when I have continued to take a keen interest in railway matters. I am conversant, in many respects with the ways of the service, and have been a frequent traveller on tlie Auckland-Henderson Section for over two years past. In some respects the conditions prevailing at New Lynn on the date of the collision 28th May, 1913 —and at the present time were and are similar to those in force at the time I was stationed at New Lynn. Immediately following I deal with several matters bearing on the subject set forth in the petition to Parliament consequent on the New Lynn collision, and what I know and believe to be the conditions prevailing previous to and at the time ol the afore mentioned collision. Station-yard and watering arrangements: It is apparent to any one having a knowledge of railway-work and the traffic at New Lynn Station that the station-yard accommodation was and is altogether inadequate, and the means for watering trains were not and are not what they should be for so important a station, where train-crossing is the order of the day; and I consider these matters contributed in no small measure to the collision on tlie 28th May. 1913. A tank is now provided at the south end of New Lynn railway-yard. I should like to observe in passing, the standing-room for wagons on sklings at New Lynn as shown in the working time-table on page 98 is thirty-seven on one loop and twenty-nine on another loop. Tlie length of a wagon is set down at 17 ft. 6 in. over all. Any train going north that has taken the siding for crossing purposes at New Lynn would and will foul the main line al the north end if required to shunt. No. 5 train is directed to shunt at this station (vid< train advice No. 770, dated Auckland. Ist November, 1912, page 15: "No. ."> train will work goods traffic from Auckland and Newmarket for Henderson ami north thereof, and will also lift loads from Newmarket for New Lynn and Henderson, and also for Avondale. Mount Albert, and Morningside if engine-power permits "). It plainly says there that loads have to be lifted from Newmarket for Henderson and north thereof, and the train will also lift loads from Newmarket for New Lynn. .If the train has to lift loads for New Lynn it must shunt at New Lynn. Trains going either north or south could only obtain water at New Lynn whilst standing on the main line, as there was on the 28th May only one water-tank, situated at the north end of the yard. The lack of shunting and watering facilities for trains going north, other than by fouling or using the main line, was. I consider, a factor that tended towards the necessity for No. 5 train using the main lino. During my period of service at New Lynn it was customary, previous to the arrival of No. fi train—the train that comes down the incline from Henderson — for No. 5 train to bo brought in on the main line to take water and as far as possible do any necessary shunting. No. 5 train always pulled ahead and backed into the siding from tho north end. These matters are dealt with further in my remarks on the working lime-table. I presume that the Department knew full well tho inadequate facilities existent and the disadvantageous conditions under which tho various train duties were carried out, and it was the duty of the Department, I consider, to have provided a remedy. With regard to the time-table: The time-table is formulated for the guidance of the staff; they are supposed to keep to it if possible. The times provided in the time-table at the time of tho collision —namely. 28th May, 1913—were : No. 5 goods train, arrive 6.45 a.m., depart 6.51 a.m. : No. 6 passenger train, not timed in—she comes in practically at any time; depart 6.56 a.m. This shows that six minutes was allowed for the crossing and departures of these trains, which include exchange of tablets, putting off loads by No. 5 train for New Lynn when necessary, and taking water, which, as before stated, was on tho 28th May obtainable at only one end of the yard. and to do which tho engine had to stand on the main lino. Included in the duties to be carried out in this space of six minutes is the issue of tickets lo passengers by tlie porter in charge of the