L— 6a.

14

A. (UiAMUSON.

Archibald Grandison sworn and examined. (No. 2.) 1. The Cliairmuii.] What are you? —I am a builder and contractor. 2. Where do you reside? —I have resideti in New Lynn for nearly eight years, and live within three or four minutes' walk of the station. 3. Will you make your statement to the Committee? —1 was not a passenger on the tram at the time of the accident, but 1 saw the wreck shortly afterwards. A considerable fog prevailed at the time, and from the view I had of the disaster I believe that if the carriages had not telescoped the chances of the passengers being thrown into the creek by the capsizing of the train was very great. I would like to deal with the matter as one who has travelled on tlie train very frequently. Within the last seven or eight years the populaton of New Lynn has increased from about a hundred to over a thousand inhabitants, and the output of bricks from Messrs. Gardner Bros, and Parker's and the New Zealand Brick and Tile Company has increased from about 100 tons to nearly 1,000 tons per week. Then there is the Avondale Brick Company, whoso traffic is worked from Nexv Lynn. There is also a large amount of inward traffic, such as coal, there being about 120 tons per week. Before the date of the accident there was a special traffic of about 4,000 tons of water-pipes for the City Council. Then, again, there is Mr. Astley's tannery, which receives hides, coal, bark, &c, in very considerable quantities. As against this New Lynn is only designated a Hag station, being worked by a porter, and all the credit is booked to Avondale and Henderson, as there is a Stationmaster in charge at both these stations. During the last eight years 1 have resided in New LynU, and during the past four years I have been travelling by train four times daily almost without exception, and have constantly observed the great increase of traffic at New Lynn, which has advanced from twelve trains to about thirty trains daily, not including specials. A practice indulged in is that of shunting trains from the sidings on to the main line after approaching train has been advised by tablet from adjoining station, and this has meant the running of a continual risk of accident. The enormous work required in shunting operations at this station—the men being tied to time—has forced this dangerous practice to become a necessity to cope with the traffic. The situation was placed before Hie Hon. Mr. Millar when Minister of Railways by a deputation of which I wad a member, and attention was drawn to the increased traffic and the necessity for more protection for the general public and for the safety of life and limb by making an island platform. Mr. Millar was with some of his staff travelling on the Main Trunk line, and he was wired to with regard to the position of affairs and the danger we were placed in. We made application at the deputation for an island platform, a Stationmaster to be placed in charge, the number of sidings to be extended, and the erection of a goods-shed and straightening of the line between New Lynn and Scroggy Hill.- Mr. Millar at that time promised to look into the matter, but nothing was done. He told the deputation that as soon as the income of a Hag station increased sufficiently a Stationmaster would, be installed, and that he would look into the other matters The income at that time was over £12,000, and 1 consider that if New Lynn had received credit for this actual traffic a Stationmaster would have been placed there long ago. The income at the New Lynn Station has now increased to ,£15,000 or £18,000. Four passenger-trains cross at this station in the morning, besides the brick-train shunting for about three hours in the middle of the day In this way passengers arc under continual risk of accident in entering and leaving the train at this time, especially by the shunting being carried out on the main line. Tlie congested position that often prevails causes delays to be made, when considerable risks have to be taken I>v working on the main lines in the way of incoming trains. The one man who is in charge has to look after his tablet, give out tickets, and see that the points are locked. He has to run 160 yards to and from the points, making it almost impossible during certain parts of the day, especially in the mornings, when seventy or ninety passengers travel from New Lynn by some ol' the trains. Trains travelling towards Auckland before arriving at the station are hid from view by an abrupt curve and an extensive embankment about 170 yards from the station, entirely hiding the view of the incoming train. The straightening of the line I believe to be another very urgent matter The water-tank is beyond the station, and it does not matter whether the train is coming from the north or the south it lias to go on the main line to get its water, where perhaps the shunting is going on. I have never read the rules, but I think tlie method of carrying out the service results in the lives of the passengers being jeopardized. I'Yoin conversation with people whom 1 used to travel in the trains with there is no doubt that this accident was expected. The porter was overtaxed with work. He had to attend to tlie passengers' tickets, attend to his tablets, he had to run 160 yards from, the station to the points to see that they were locked, and then he had to come back to the station and work the tablet while the bell was ringing all tlie time. I believe that if the desires of the deputation had been carried out I lie, would have resulted in an improve ment which would not have necessitated our discussing the accident to-day. We cannot remedy the accident that has occurred, but it is our duty to prevent the possibility of another accident and safeguard human lives. There is a home signal about .'l2O yards from tlie station, ami from the station to the points is 160 yards. I know: the Board of Trade conditions that existed in Kngland twenty-five years ago. I was in the signal department of the Caledonian Railways in Glasgow, and the Board of Trade insisted upon a distance signal wherever there was any inclini about 100 yards from the home signal. By that moans if a train was coming down an incline and the distance signal was against it they had an opportunity to stop before it came to the 400-yards signal. .If that had been in existence in this case the driver would have had a chance to pull up the train before it came to the home signal, and there would have been no accident unless the brakes had failed to act. If the existing conditions are not altered the chances are that another accident may take place. The passengers that travel from New Lynn consider that there is no safeguard, and that there is a danger in travelling on that line under the present conditions. The people seem to have lost confidence in the arrangements since the accident, and