A collision occurred on the 7th inst., at New Cross station, on the London, Brighton and South Coast Railway.
In this case the 3.29 p.m. London, Brighton and South Con.st passenger train from Shoreditch to New Cross, consisting of tank engine and six close-coupled vehicles, when approaching New Cross station on the down East London line, m·er-ran the down home signal, worked from New Cross yard (or B) cabin, and came into collision at 3.48 p.m. with the engine of a train of empty carriages, which was coming out from the down sidings to cross to the up main line.
The whole of the passenger train kept the rails, but the engine and tender of the emptytrain were thrown off.
Both engines and two vehicles were damaged.
Thirteen passengers have complained of slight injuries, and the driver of the empty train and the guard of the passenger train were also injured.
Description.
At New Cross station there are five passenger lines, running north and south, two island platforms, and an up platform on the west side.
The East London line is double, but becomes a single line in the station, and trains arrive and depart from the east side of the east island platform. Outside this line are down sidings, and from these sidings there is a through road leading across the East London line, the down local line, the down main line, the up main line and the up local line, in the order named, to the sidings on the up side of the line, with slips leading on to the up and down main and local lines.
The points and signals at the north end of the station are worked from the yard cabin, which contains 89 working levers, and the next block signal cabin on the East London line is East London down junction cabin, which contains 15 working levers.
The only signals to which reference need be made are the New Cross yard down home signal for the East London line, and the distant signal for the same line.
The former is on a high post on the proper side of the line, 115 yards from the cabin, and it is also the down advance signal for the East London down junction cabin, and is slotted from A cabin at the south end of the station, as well as from B cabin.
The latter signal is a lower arm on the East London down junction down home signal, and it is 55 yards outside the yard cabin down home signal.
Both these are good signals, and can be seen a long way off.
The East London line is on n. curve, and rises from the junction cabin on a gradient of 1 in 120, to a point a little inside the yard home signal, and is then straight and level into the station.
The point of collision was at the crossing of the East London line and the through road, and the following distances from this point northwards; should be noted :-
To New Cross yard cabin 37 yards,
To Down home signal l52 yards,
To East London down junction cabin 360,
To East London down junction to down home signal 507,
Block working is in force, but trains are allowed to run up from East London down junction when the line is clear to the home signal, although a train may be crossing by the through road.
Evidence.
John Buizing states :-I have been 20 years in the service, and a signalman for 19 years, and eight years at New Cross. On the 7th inst. I came on duty at 2 p.m. for eight hours, in New Cross yard cabin (B). We work absolute block in all directions, and in addition to the ordinary interlocking, Sykes' electrical system is in operation. My down home signal from the East London line is No. 81, and the down distant is No. 91. No. 81 is the down starting signal at East London down junction, and it is slotted by me, and also by the South cabin (A); and besides that it is controlled by Sykes' apparatus. No. 8l is, among others, interlocked with No. 48, the through crossing points on the down siding. All this locking was in correct order on the 7th inst., and has not been altered since. At 3.44 p.m. the 3.29 London, Brighton and South Coast train from Shoreditch was rung in from East London down junction. I acknowledged the signal, and plunged, which released the block instrument at East London down junction (this was done by my assistant). I gave the train on to the South cabin in the usual way, and received "line clear." At 3.46 the empties from No. 2 siding had to be crossed to the up main line. I kept my signals for the East London lines at danger, and trusted to the train stopping at the home signal, as it very often has to. I could see it approaching. 1 made the crossing for the empty train and took off the disc signals. The passenger train over-ran the home signal, and the two engines came into collision on the crossing. The engine of the passenger train had passed my cabin, and was, I should say, running at 10 miles an hour. I cannot speak as to the state of the brakes, or say whether or not the steam was shut off. I saw the driver-he was sitting down on the foot-plate with his back in the direction in which he was running. I didn't notice what the fireman was doing. My assistant and I both tried to attract the driver's attention we couldn't get his attention. My assistant held out a red flag and shouted, and I also shouted. The driver had then passed the signal. We thought. he would have stopped at the signal until just as he was passing it. The engine of the empties had then started to come out. It was a fine clear afternoon ; the home signal was showing a proper danger signal. Neither engine whistled. It is often necessary to use the through crossing when trains are running up. There is a great deal of work to be done there.
William Hills states : I have been nearly nine years in the service and nearly six years a signalman. On the 7th inst. I came on duty at 5.45 a.m. till 2 p.m., in East London down junction cabin, which is closed at night. The 1.29 p.m. Shoreditch to New Cross train, passed my cabin at 3.4:6 p.m. I had a clear road for it, and I pulled off my home and advance signal for it. The advance signal arm remained at danger, as the slot from the yard cabin was not taken off. I noticed nothing unusual with the train as it passed. I saw the driver on the foot plate: he was sitting down. This is not unusual. I saw my advance signal arm standing at danger.
Robert Howell states : I have been nearly 41 years in the service. and a driver for 31years. On the 7th inst. I came on duty at 8.I5 a.m. at New Cross. First I was doing shunting duty, and then I was working the East London service. My booked time to leave duty is 8.2 p.m. I have several intervals of rest, but none very long. My engine is a small six-wheels coupled tank engine, fitted with a Westinghouse brake. I took the 2.51 p.m. train from Peckham Rye to Shoreditch, due to arrive at about 3.11. I had to take the same train to New Cross, after getting round. Coming back l was running bunker in front. There were six close-coupled vehicles in the train, and the Westinghouse brake was working through- out. I was at Shoreditch, shunting and standing until 3.29 p.m. I remained on the engine all the time. I stopped at all stations. six in number, between Shoreditch and New Cross, and the brake acted properly at all these stops. The last stop was at Deptford Road. The next signals were the Canal junction signals-these were all clear. The next were the East London down junction signals. The distant signal worked from this cabin was at danger. The home signal was off, but the distant from the yard box was at danger. The advance signal at East London down junction, which is also the home signal for the yard box, was at danger. It is a good signal and can be seen a long way. I passed the junction cabin at a speed of about 10 miles an hour, with steam on. I shut off steam just after passing the cabin. I came forward at a good speed, as if I had to run into the station. I passed the signal at danger by an oversight, and then seeing the empties coming out to cross in front of me I flew to the Westinghouse brake, as also did my fireman, and applied it, but too late to prevent the collision. I was running with a brake pressure power of about 65lbs., and the brake acted properly. I didn't apply the brake until after I had passed the signal, but before I reached the yard signal cabin I think my speed at the time of the collision was about 10 or 12 miles an hour. I believe the other engine was still moving forward. The right side of my engine, as we were running, struck the right side of the other engine. My engine and all the train kept the rails. Neither I nor my fireman was hurt. I was standing up on my engine. I was reaching across to attend to the feed as I was approaching the signal, and that is how I made the mistake. I was not sitting down at all. There was nothing the matter with my health, and I was not at all the worse of liquor. I had not been away from the engine to get any drink. I had no drink with me on the engine. I am perfectly well acquainted with the signals at New Cross. Trains are very often pulled up at the home signal, when running into New Cross.
Charles Maslin states : I have been in the service for about ten years, and passed for a fireman about four years ago. I am still rated as a cleaner, but have worked as a fireman all this summer. I never worked with driver Howell until the 7th inst., on which day I came on duty at 8.15 a.m. to work till 9.30 p.m. or 10 p.m. It is only recently that we have worked that time. There are no long intervals of rest during the day. The first duty is shunting at New Cross, and the first train is the 11.30 a. m. Peckham Rye to Shoreditch. The last duty would be to bring the up boat train from East Croydon at 6.42, due in London at 7.3. The train is very often late in. After arriving in London we have to bring an empty train down to New Cross due at 8.3 but we are often late. This is the duty for one day, the next day would be a short one. I worked with Howell all through the day on the 7th. We brought the 3.29 p.m. train from Shoreditch to New Cross. There were six on, and the Westinghouse brake was working throughout. I am well acquainted with the signals between Shoreditch and New Cross. Our last stop was at Deptford Road. The signals were off for us at Deptford Road junction and Canal junction. I think thai the distant signal from East London down junction was on, but the home signal was off, and we came past the cabin at a speed of about 20 miles an hour, I think. The home signal for the yard box was at danger. I did not see it myself until the engine was about a dozen yards from it. I had seen it at danger before, as we were approaching the East London junction cabin, but afterwards I was attending to my feeds. My driver was sitting on the edge of the box, with his back to the signal. I shouted to him to stop. He didn't seem to take much notice, so I myself shut off steam, and put the hand-brake on, and then the Westinghouse brake. We had our steam on up the incline from the East London junction. We were not running very fast when the collision took place. I expect if I had put the Westing-house on first we would have stopped. I couldn't do so, as my mate was in the way. He tried to work it after I had done so. He seemed to be all right, but he seemed to be half dozing off, and stupid. I didn't see him take any drink throughout the day. He hadn't been away from the engine except for about eight minutes at Peckham Rye, when the engine was in the siding. I was not injured. The engine didn't. leave the rails.
Dean Osborne states : I have been over eight and-a-half years in the service. and a guard since January 1st 1897. On the 7th inst. I came on duty at 8.15 a..m. to work till 11.15 p.m. In regular course l would have come on at 1.24: p.m., but on that day I came on at 8.15 a.m. to relieve another man who was on excursion duty. I was working between Peckham Rye and Shoreditch, and Shoreditch and New Cross, throughout the day, without any long intervals. I was guard of the 3.29 p.m. train from Shoreditch to New Cross, which was made up as follows:-Tank engine, third-class brake carriage, one third-class, one first-class, one second-class to, one third-class, and a third-class brake in which I was riding. It was fitted throughout with the Westinghouse brake, in good order. I left Deptford Road at 3.42, one minute late. The signals were clear at Canal junction. I did not notice East London down junction down distant signal, but the home was off, and we passed the cabin at a smart speed. I did not notice the position of the yard distant signal. After passing the cabin, and when round the corner, I saw the Yard cabin stop signal at danger. I looked out of the off side to see if we were being flagged in from the signal cabin. I saw no fiag from the signal cabin. I had passed the signal then. I knew we had no business there, so I went to the Westinghouse brake and applied it. It was not applied before I applied it. The gauge showed a pressure of 80lbs. The brake was hardly on a second before the collision took place. I would have applied the brake sooner, but I thought we were running up smart, and that the driver would do so.
Eli Mockett states: I have been about 38 years in the service, and about 28 years a driver. On the 7th inst. I came on duty at 7.20 a.m. at Brighton to work till 6.50. I had to run light to Worthing, take the 9.30 a.m. to London (due at 11.10), and to work empties to New Cross, and up to London to take the 5 p.m. down train to Brighton. I was at New Cross in the afternoon, and had a train of empties to take to London. We should have started at 3.10 p.m., but were late, and the disc was not lowered for me to come out of No. 2 siding to cross to the up main line until 3.46. I was running tender first. I started, and, when nearly on the East London line, I saw the signalman waving a red flag from the Yard signal cabin. My mate called my attention to it first. We were running very slowly. My mate called out " By George! there is a train coming right into us." I then saw this train quite close. I gave steam to my engine, thinking I might get the engine just clear, hut the right sides of the engines came into collision. I was running at about four miles an hour. The other engine was running fast; I think steam was shut off just before the collision. I cannot speak as to the brake. I was knocked down and injured. I have been off duty for a week. My mate jumped off and was not hurt. My engine and tender left the rails. Both engines were damaged. I asked driver How'll, about a quarter of an hour afterwards, if he was hurt. He said no, he was not hurt, but was "hurt in the heart." He was still on the engine, He seemed dazed and confused.
Alfred William Long Parkhouse states : I am assistant locomotive district superintendent, stationed at New Cross. 1 was called to the scene of the collision at New Cross on the 7th inst., and was there within ten minutes. After looking round and seeing what had to be done, I saw driver Howell, and asked how the collision came about.. He could not give any explanation. He was sitting down on the left-hand side of his engine. He seemed to be in a very stupid condition. He might have been only stupefied, but he seemed to me to be drunk, and did not seem to realise what had happened.
Conclusion.
The circumstances under which this collision occurred are of a somewhat unusual character, for, although cases of drivers over-running signals are not very uncommon, it is very seldom that, as in this case, a perfectly clear and distinct danger signal is passed in broad daylight, without driver or guard paying any attention to it.
The down distant and home signals, worked from New Cross yard cabin, were both at danger when the 3.29 p.m. train from Shoreditch was approaching, on the East London line, and the driver states that he saw them both in that position.
In spite of this it appears, by the evidence, that he was sitting down with his back towards the home signal as he was approaching it, and that he took no steps whatever to stop his train, although his fireman called his attention to the signal at danger when close to it. Even then the train might have been stopped in time, if the proper steps had been taken promptly, as the signal is 150 yards from the point of collision, and the speed of the train was not very high; but the driver, who was clearly not in a tit state to be in charge of an engine, did nothing, and the fireman, after shutting off steam, lost valuable time by first applying the hand brake, instead of at once applying the Westinghouse brake.
The fireman had seen the home signal at danger when a considerable distance away from it, but he says that, after passing the East London down junction cabin, he was attending to the feed, instead of looking out for the signals, as he should have done, and, consequently, he did not see the signal again until he was close to it, when he warned his driver.
There is some excuse, however, for him, for he was a very young fireman, and was in the trying position of being with a driver unfit for work, and having everything in connection with the engine thrown upon his shoulders.
The guard of the train, who had it in his power to apply the Westinghouse brake, states that he saw the East London down junction down home signal off, and the yard home signal at danger, that, as they passed the latter signal at danger, he looked out to see if they were being flagged past it, and that then, and not till then, he applied the Westinghouse brake, before anyone else had done so: according to him.
By his own showing he was in fault, for it was his plain duty to do all in his power to pull up the train, as soon as it became apparent to him that it was going to over-run the signal, which should have been some little distance before they reached it, whereas he does not claim to have applied the brake until just before the collision occurred.
If he saw, as he says he did, the East London down junction down home signal off. he ought at the same time to have seen the yard distant signal, a lower arm on the same post, at danger, and to have kept a sharp look-out for the home signal.
It will be noticed that he states that no flag signal was being shown from the signal cabin when he looked to see if the train was being flagged past the signal, whereas it is clear, from the evidence of the signalman and the driver of the empty train, that at that very time a red flag was being waved towards this train, and it is my belief, and that of the Officers of the Company, that this guard was not keeping any look-out whatever, and must be held, to some extent, responsible for the mishap.
At the time, the driver, fireman and guard had been on duty for 7 1/2 hours.
Although the collision was due principally to the misconduct and carelessness of the driver, it would not have occurred if the empty train had not been allowed to come out of the siding as the passenger train was running up to the home signal, which, it appears, was not contrary to the rules of the Company.
At stations, such as New Cross, where there is a great deal of shunting, and a great deal of work to be got through, it is no doubt difficult to carry out block working as strictly as at less busy places, and at many stations it has to be suspended altogether, but drivers should be ordered invariably to approach such stations cautiously.
It would, however, conduce to safety at New Cross if the signalmen in the yard cabin were instructed not to allow a train to come out of the siding on to the through-road when a train is approaching from East London junction, until such train has come to a stand at the home signal, and I would recommend the Company to draw up regulations to that effect.