EAST - SOUTH CROYDON
20th MARCH 1893
INVOLVING DRIVER HENRY HARMAN & FIREMAN HARRY KILLICH
DEPOTS UNKNOWN
Extracted and adapted from the report by
C. S. HUTCHINSON, Licit—Col. R.E.
The accident which occurred on the 20th ultimo between South Croydon and East Croydon stations on the main line of the London, Brighton and South Coast Railway. In this case as the 8.40 a.m. relief up express train (running on Monday mornings in advance of the 8.45 a.m. up express train) from Brighton for London Bridge was approaching South Croydon station, the off-leading wheel of the trailing bogie of the Pullman car "Jupiter," the seventh vehicle from the engine began to break up, soon after which the near leading wheel of the same bogie left the rails and ran along in tho 4-ft. space at a varying distance of from one to two feet from the near rail, till it reached a siding connection near East Croydon station, when the trailing-wheels of the bogie were also thrown off the rails; soon after this the train was stopped, by the application of the brakes, with the engine of the train close to the south end of East Croydon station, the trailing end of the car "Jupiter" being still supported on the damaged bogie, the only part of the off leading wheel remaining boing its boss.
Two passengers complained of being shaken.
The train consisted of engine, tender, brake-van, three six-wheeled first-class carriages, two eight-wheeled bogie-carriages, two Pullman cars, (Jupiter and Maude), three eight-wheeled bogie-carriages and a brake-van, 12 vehicles; in all (counting as 19), coupled in the order stated. The train was fitted throughout with the Westinghouse automatic-brake, its total weight unloaded being about 260 tons, of which about 236 tons were on braked wheels.
The Pullman car "Jupiter" was the only vehicle damaged, a list of the damage being given in an appendix.
In the permanent-way 53 chairs were broken, and one gauge-tie, two point-rods and one switch were bent.
Description.
The line between South and East Croydon station:-; (which are nearly a mile apart) is straight and nearly level. The junction of the Oxted and main lines occurs at the south end of South Croydon station, there being a cross-over road a short distance to the north of the junction. The first marks of anything being wrong were visible near the up end of this cross-over road, where three chairs were marked on the outside of the one rail, and three opposite chairs were broken on the near rail; the next mark was on the sleeper next but one to that under the northernmost of the three broken chairs, and about one foot from the inside of the near rail; the heel chair of the west switch of the cross-over road was then broken, after which a track was visible in the 4-ft. space at a distance varying from one to two feet from the near rail, (caused probably by the near leading wheel of the rear bogie), with occasional corresponding marks out-side the off rail, as far as the connection of a siding with the up line near East Croydon station, when the marks became more numerous from the trailing- wheels of the bogie having probably then left the rails; shortly after this the train stopped, the distance run by the derailed wheels having been 1,540 yards. The first portion of the broken wheel picked up was a piece of the flange about 6 inches long in the 6-ft. space nearly half-a-mile south of South Croydon station, there being a piece of a broken brake block close to it. Four other pieces of the wheel (the largest about 12 inches long, also part of the flange) were found between the first piece and South Croydon Station. Other pieces, mostly small, were picked up between South Croydon and where the train stopped; among these, about half-a-mile from South Croydon, was an axle box, which after breaking a chair on the near rail of the down line was thrown down to the bottom of an embankment on the east or down side of the line.
The tyre which gave way, and allowed the wheel to break up was supplied to the Brighton Railway Company with the car "Jupiter;" which they purchased from the Midland Railway Company some years since. The tyre was fastened to a wooden wheel in the usual manner, with an iron ring on each side fitted into grooves cut in each face of the tyre, the rings being bolted together by bolts passing through the wood work of the wheel. The wheels of the car were all in the shops for repairs in December last, and the wheel examiner, being unaware that the tyres were of a different section from those in general use by the Brighton Company, had them turned up, believing that there was still a thickness of 1 3/16 inches of metal left on the tread of the tyre, the practice being to turn up no carriage tyres unless the tread would be left at least an inch thick after the operation. As was, however, discovered after the fracture of the tyre, the thickness of its tread was found to be only about 5/8 of an inch, and the cause of the mistake made by the wheel examiner will at once be made evident by comparing the accompanying section of tho tyres of the car "Jupiter'' with that of those in use on his own railway.
Seeing about 11/16 of an inch of metal showing on the outside of the car tyre, and knowing that this would mean with a Brighton Company's tyre an additional thickness of half an inch on the treed, and not suspecting any difference in tho form of the car tyre, he thought himself fully justified in allowing the car tyres to continue running.
In addition to the excessive thinness of the· tyre which broke, there were also internal flaws, not visible on the exposed surface of the tyro, which rendered it weaker than it would otherwise have been.
Evidence.
I. John Philpott, signalman, I9 years' service, 14 years signalman.-I have been employed at South Croydon all my time, and I came on duty there on Monday, the 20th instant, at 6 a.m. fur eight. hours. I have a booking-boy with me in the cabin. The first signal l received for the 8.40 a.m. up train from Purley intermediate cabin, about one mile off, was the warning-signal at 9.33 a.m. I was able to accept the train, signalled it on to East Croydon South cabin, and on receiving: "Clear " I lowered my signals. I received the "On line" signal at 9.35 a.m., and it passed at 9.36 a.m. at a speed of 58 or 60 miles an hour, the usual speed of an express. I watched the train as it was passing, and I heard a noise as of iron rattling, and on looking out I saw when the train was between the platforms some wood flying out, apparently from the rear part of the first Pullman car, and dust flying. I saw no wheels off the rails, and a down Oxted train passing at the time prevented my seeing anything more. On seeing the wood flying just after I had given the train on to East Croydon I gave the signal "Stop and examine train," one beats with no pause. East Croydon had acknowledged the "On line" signal before I gave the nine beats; this signal he did not acknowledged, but he replied to a message on the speaking instrument which I had told the booking boy to send, and therefore I did not repeat the nine beats. I then got a message on the speaking instrument that said that part of the train was off the road. Shortly after the accident the booking boy picked up a piece of a wheel and I told him to give it to the station master; this was picked up south of the cross over road.
Frederic Pugh, signalman, 20 years' service; nine years signalman. I have been 3 1/4 years in the East Croydon south cabin, where I came on duty at 6 a.m. in the 20th March, to remain till 2 p.m. The first signal I received for the 8.40 a.m. up train was the "Be ready" at 9.34 a.m. I accepted the signal and gave it on to the north box signalman who pulled off the slots. I received the "On line" signal at 9.37 a.m., and "Line clear" for the down Oxted train at 9.37 a.m., I then in about half a minute received nine bears for "Stop and examine train," but before this I had noticed something wrong with the train as it was approaching, and I was prepared consequently for the signal, which I did not acknowledge for want of time. The train was at this time so close that I thought it useless to throw up my home signal, but instead, I showed a red flag when the engine was about 400 yards off approaching as usual. The train then began to pull up and stopped with the damaged car about opposite my cabin. When the train stopped, the car "Jupiter" was standing with its damaged end foul of the down line, and the front end close to the signal cabin. I received a message on the speaking instrument from South Croydon, which was finished about the time the train stopped, the message was "something wrong with the train, you had better stop it." I saw no pieces of the wheel pick up. The train stopped at 9.38 a.m.
Henry Harman, driver, 33 years' service, 23 years driver. I commenced work on March 20th at 7.55 a.m. for a spell of about seven or eight hours. I was driving No. 219, six wheeled engine, four wheels coupled in front, and a six wheeled tender; the train consisted of 12 vehicles, counting as 19, viz., brake van at each end, three first class, two bogie carriages, two Pullman cars, and three bogie carriages. The Westinghouse brake was fitted throughout the train. We left Brighton at 8.40 a.m. right time, the first stop being London Bridge. We were checked at Red Hill and stopped at Merstham. The signals were then all off as far as East Croydon, and I passed South Croydon at a speed of 50 miles an hour, and the communication bell began to ringing about the platforms at South Croydon. I first thought the guard was ringing for the slip coach which takes place with the 8.45 train, but as the bell kept on ringing I applied the brake gently, my mate looking back on the 6ft side and telling me he saw dust coming from the Pullman car. On hearing this I applied the brake a little harder, desiring to pull the train up at East Croydon platform; directly after the fireman looked back, I did also on the left side, but saw the coaches all inline. The fireman continued to look back and see dust flying, and as the bell continued ringing, I applied more air up to 40lbs. and I think I had almost brought the train to a stand when the brake tap was opened, I believe, in the front van and the train then stopped with the engine about the south end of the platform and the Pullman car opposite the signal cabin. I did not go back as far as the "Jupiter," which was not much out of a level and was somewhat askew, but not, as I thought, foul of the down line. I saw no red flag from East Croydon south cabin, but there might have been one without my seeing it.
Harry Killich, fireman; 13 1/2 years' service, 12 years fireman. I am Harman's regular fireman, and have been with him about 18 months. I agree with his evidence. Saw just before we stopped that the rear end of the car "Jupiter" was projecting into the 6ft. space.
William Groves, guard, 20 years' service, 12 years guard. I was head guard of the 8.40 a.m. relief train from Brighton for London Bridge on March 20th. I was riding in the front van and in it was the traffic inspector. There were 12 vehicles, counting as 19. We started to time. We were stopped at Merstham for two minutes, and then found all signals off. The alarm bell began ringing just north of South Croydon station when the speed was from 50 to 55 miles an hour. I looked out at the near side and saw nothing, and then again when close to East Croydon station, and then I saw ballast flying, but the cars all in line, the inspector putting the brake on at the same time, before which the driver had checked the train. The train was then stopped with about the centre of it opposite the cabin. I went back and found the car "Jupiter" nearly level, but skew across the rails with the rear end of the bogie foul of the down line so as to prevent a train passing. No couplings had given way. I heard no complaints of injury. The front part of the train, consisting of six echoes, was then taken on to London. The train stopped at 9.37, two minutes late. I signed on duty at 8.15 a.m. and off at 6 p.m.
William Phipps, guard, 10 years' service, seven years guard. I was under guard of the 8.40 a.m. train on the 20th March, riding in the rear brake-van where I was alone. The train was first stopped by signal at Merstham. After this nothing occurred till I heard the bell ringing on passing South Croydon station. I looked out on both sides and saw dust. flying on both sides from about the centre of the train. I could feel the brake being applied soon after the bell began to ring, and afterwards it was used more forcibly, the train being stopped about opposite the signal-cabin. I had looked out again on the near side shortly before the train stopped, and still saw nothing out of line. I saw no red flag from East Croydon south cabin. The rear part or the car "Jupiter" was resting on the bogie, the front right wheel of which was completely broken up. My hours of duty were 8.10 a.m. to 12.5 p.m. These hours are on Mondays only, when I have 2 1/2 hours to spare in the afternoon.
George Hartoverne, conductor, 12 years' service, eight years conductor. On 20th March I was in charge of the Pullman car "Maude" which was next in the rear of the car "Jupiter" on the 8.40 a.m. train from Brighton. The journey went all right up to near South Croydon. about 100 yards before reaching the station, stones began to fly from the rear of the car "Jupiter" against the front of car "Maude." Thinking the bogie was off the rails I at once rang the communication bell and it continued ringing till the train stopped, gradually very Near East Croydon south cabin. The body of the car "Jupiter" was partly over the 6ft. space. I heard no one complain of being hurt.
William Paddobin, conductor, 14 years' service, 2 1/2 years conductor. I was in charge of car "Jupiter" on 20th March, leaving Brighton at 8.40 a.m. There were 16 passengers. I felt nothing wrong until between South and East Croydon stations, and then feeling some sharp bumps, I opened the door at the front end of the car and looked back along the left side, and just as I did so the train stopped. Before the train stopped no one had complained to me of the car travelling uneasily. no one complained of being hurt. Nothing had come through the floor of the car. There were no couplings broken.
George Barnes, ganger, 28 years' service, ganger 20 years, on the length from East Croydon south cabin to 50 yards north of South Croydon up distant signal, about 1 1/4 miles. On the day of the accident after putting road right I searched for pieces of broken wheel, and the first piece I picked up was close to the South Croydon up distant signal in the 6 ft. space, and a piece of brake block close by it. It was about six inches long, and I believe part of the tread of the flange. The next piece was on the outside of the down line, this was about 12 inches long, I think a piece of the flange. Another small piece was picked up between the bridge and South Croydon station, and one or two small pieces. Several small pieces of different parts of the wheel, wood and iron, were picked up between South Croydon and where the train stopped. An axle box, which broke a chair on near rail of the of the down line, close to the 11th mile post, quarter of a mile from East Croydon, was picked up on the bottom of the bank. I had to replace 30 chairs, no rails and no sleepers in my length. I was working near the 11th mile post, and my gang tried to stop the train with holing up their arms.
William Thompson, ganger, 23 years' service, 19 years ganger, seven years over the length between 9 1/4 and 10 3/4 miles. The train stopped my length. All the wheels of the rear bogie of the "Jupiter" were off the rails. I could not say where the trailing wheels left the rails, but probably at the crossing near the signal cabin. I had to replace 23 chairs, no rails and no sleepers; one gauge tie, two point rods, one point tongue were bent.
Henry Batchelor, carriage examiner, 24 years' service, 3 1/2 carriage examiner. I examined the wheels of the car "Jupiter" at Brighton when it arrived from London at 10.55 p.m. on Sunday, 19th March. I examined the wheels by tapping and with a lamp, and found nothing wrong with any of them. I have on some occasions found loose tyres by tapping.
William Virgo, carriage examiner, 15 years' service, 10 years carriage examiner. I examined the car "Jupiter" at Brighton about 7 a.m. on the 20th March, when it was on a spare siding waiting to be taken into the station. I tapped all eight wheels and looked round the tyres, and I neither saw nor heard anything wrong with the tyres. I have detected loose tyres by tapping, but never flaws.
Charles Harrington, wheel examiner in the Brighton shops. All the wheels of car "Jupiter" were in the shops in December. The tyres were turned up and were all equally worn as far as could be seen. The broken tyre and its fellow left the shops with, as I thought, a thickness of 1 3/14 inches of metal, the other tyres being 1 7/14 inch think as I thought. I now find that, not having been aware of the construction of the tyres, which were made at Derby and supplied with the Pullman car"Jupiter," their thickness was really only about 5/8 or 3/4 inch. Had I known this I should have condemned the tyres, as the rule is not to turn out carriage wheels less than one inch thick. I think the cause of the fracture was the thinness of the tyre and a flaw not visible from the exterior. I had been under the impression that the retaining ring of the "Jupiter" wheels was the same as ours.
Conclusion
This accident was no doubt due to the fracture of the right loading tyre of the rear bogie of the Pullman car " Jupiter'' as it was approaching South Croydon station at a speed of between 50 and 60 miles an hour. The cause of fracture was the exceeding thinness of the tyre, combined with a flaw not visible from the outside. The first person to realise that anything was wrong was Hartoverne, the conductor of the Pullman car "Maude," which was next to and in rear of the car "Jupiter.'' Just before reaching South Croydon station he noticed that stones were flying from the rear of the car "Jupiter" against the front of his car. He at once rang the electric communication bell, and kept it ringing till the train stopped. The ringing of the bell was heard by the driver, fireman, and both guards of the train on passing South Croydon Station; the driver at first thought the bell had, through a mistake of the guard, reference to the slip which takes place with the 8.45 a.m. train; but on the bell continuing to ring, and his fireman telling him he saw dust flying from the neighbourhood of the Pullman cars, he applied his brake intending at first to stop at East Croydon platform; and then, as the bell still continued to ring and the dust to fly, he used his brake more forcibly, and just as he had done so it was applied also from one of the vans, the train being stopped with the engine at the south end of East Croydon station, after having run nearly a mile from the first mark of derailment, the car "Jupiter" being askew to the line, with its trailing end resting on the damaged bogie and foul of the down line.
The conductor of the "Jupiter," who was in the front of the car, clid not become aware of the accident till just before tho train stopped.
The guards had felt the train being checked by the brakes directly after the bell began ringing, the traffic inspector, who was riding in the front van, applying the brake in that van (or the guard seeing the ballast flying) when closely approaching East Croydon station.
Philpott the signalman at South Croydon, hearing an unusual rattling and seeing pieces of wood and dust flying just after the train had passed his cabin, very properly sent the signal '"Stop and examine train" to Pugh, the signalman in the East Croydon south cabin, following it up with a message on the speaking instrument to the same effect.
Pugh acknowledges receiving the signal, but said he had not time to acknowledge it. Before receiving it he states that he had noticed something with the train as it approached. Instead of putting up his home-signal to stop it he showed a red flag, thinking it would be more effective than the home-signal, when the train was about 400 yards off. No one, however, appears to have seen the red flag, and Pugh would certainly have acted more judiciously had he put his home-signal and shown his red flag in addition.
'l'he wheels of the car had been examined both on the previous evening on its arrival from London and also in the morning before it started, and nothing was soon amiss with them.
I have above stated the reason why the car "Jupiter" was permitted to run with the
tyres of two of its bogie wheels so much thinner than allowed by the Brighton Company's regulations, viz., because the wheel-examiner was misled by the fact that these tyres, which had been purchased with the car from the Midland Railway Company, were of a different construction from Brighton Company's tyres, as if the latter had shown the same thickness as those' on the outside, viz., about five-eighths of an inch, the tread would have been 1 1/8 inches thick, whereas in these tyres the thickness of the tread remained five-eights of an inch all through. It is easy after the event to say that the wheel-examiner should not have taken such a fact for granted, but for my own part it was, I think, a natural mistake to make, and one for which he can hardly be held to be very blameworthy.
The locomotive superintendent informs me that there is only one other car with wheels and tyres similar to these, and that he is having all the replaced with those of the ordinary construction.