
1902
KEMP TOWN
9th July 1902
involving Brighton
Driver Harry Mitchell
and his fireman Herbert Baldwin
Extracted and adapt from a report by
In this case, as the 7.30 pm. passenger train from Brighton to Kemp Town consisting of an engine and eleven vehicles, was entering Kemp Town Station, the driver failed to bring it to a stand alongside the platform, and it came into collision with the buffer-stops at the end of the line.
The speed of the train at the time of the collision was not great, so comparatively little damage was done either to rolling stock or to the permanent way, but seventeen passengers have complained of personal injuries sustained.
The engine was a six-wheels-coupled tank engine, running bunker first ; it was fitted with the Westinghouse automatic brake, working blocks on the six coupled wheels, and with hand brake working the same blocks.
The train consisted of the following- vehicles, attached to the engine in the order given :-
2 third-class carriages (4 wheels), 2 third-class carriages (6 wheels), 1 third-class brake (4 wheels), 1 third-class carriage (4 wheels), 1 second-class carriages (4 wheels), 1 first-class carriage (6 wheels), 1 third-class carriage (4 wheels), 1 third-class brake (4 wheels), &1 van (4 wheels).
These vehicles were all fitted with the Westinghouse automatic brake, working on four wheels of each vehicle.
2 third-class carriages (4 wheels), 2 third-class carriages (6 wheels), 1 third-class brake (4 wheels), 1 third-class carriage (4 wheels), 1 second-class carriages (4 wheels), 1 first-class carriage (6 wheels), 1 third-class carriage (4 wheels), 1 third-class brake (4 wheels), &1 van (4 wheels).
Description
Kemp Town Station, where this accident occurred, is the terminal station of the Brighton to Kemp Town branch of the London, Brighton, and South Coast Railway.
The line is a single one from Lewes Road to Kemp Town, and it runs into Kemp Town Station in a direction which is approximately from north to south. The line terminates in buffer-stops, and there is a platform, 148 yards in length, running along the west side of it.
About 184 yards north of the station the line enters a tunnel, which is 946 yards in length, and the signal-box is on the west side of the line, close to the entrance to this tunnel.
The following distances from the buffer-stops at the end of the line are noted :
Yards.
To the north end of the station platform ... ... ...148
To the signal-box ... ... ... . . ... ... ... ... ... .... ..280
To the south end of the tunnel ... ... ... ... ... ... .290
To the down home signal ... ... ... ... ... ... ... ... 332
To the north end of the tunnel ... ... ... ... .... .1,236
To the down distant signal ... ... ... ... ... ... ...1,235
The line through the tunnel is on a gradient of 1 in 213, falling towards Kemp Town, and it is on a slight curve ; from the south end of the tunnel up to the buffer-stops the line is level.
The day on which the accident occurred had been a fine one, but heavy rain bad come on about 7.15 pm., and it was still raining at the time of the accident.
The next station to Kemp Town is Lewes Road, distant 1 mile 14 chains from it.
Driver Harry Mitchell
Evidence.
or 7.42 p.m. There were 11 vehicles in the train. I considered that my brake power was not sufficient for such a heavy load as 11 vehicles. I did not take any steps at all in this matter; it is not my place to make any remonstrance in a case of this sort. I am aware of the rule which states that drivers have to satisfy themselves before starting that their engine is in proper order. As a rule I am in the habit of satisfying myself on this point, and if I find anything that is unsatisfactory I bring it to the notice of the foreman. On this occasion I did not bring it to the notice of the foreman when I did not consider my brake power sufficient for the train. I did not do so because there was hardly time, and I thought I could manage the train as I had managed the previous ones. After leaving Brighton we stopped at London Road and Lewes Road. I made use of the automatic brakes on stopping at both of these stations; the brakes acted fairly well considering the load. At Lewes Road I had a little difficulty in stopping the train, but not particularly at London Road. At London Road we picked up a large number of passengers and the train consequently became heavier. I cannot say exactly what time we left Lewes Road. On approaching Kemp Town the distant signal was off for me, as also was the home signal in the tunnel. I estimate my speed on passing the home signal in the tunnel at 10 miles per hour. I had turned off steam immediately on entering the tunnel and never turned on steam again. The first time after leaving Lewes Road that I applied the automatic brake was just when we were approaching the Kemp Town signal-box. When I reached the end of the platform I realized that I could not stop my train. I at once reversed my engine, gave her steam, then I applied the automatic brake full on. In spite of all this mp train did not stop, and we collided with the buffer-stops. We were going very slowly at the time of the actual collision, and we hardly felt the shock on the engine at all. It had been very fine all day up to about 7.15 pm., and it then commenced to rain heavily, and it was raining heavily at the time of the accident. I consider that the reason why I was unable to stop my train was on account of the brake on the train not being sufficient considering the number of passengers. I had made no remark to the guard about the brake power not being sufficient for so many passengers. The inefficiency of the brakes was due to the heavy load of passengers, which made the brake-blocks ride under the wheels instead of being on the centre of the wheels.
1 third-class carriage (4 wheels), 1 third-class carriage (4 wheels), 1 third-class carriage (6 wheels), 1 third-class carriage (6 wheels), 1 third-class brake (4 wheels),1 third-class carriage (4 wheels), 1 second-class carriage (4 wheels), 1 first-class carriage (6 wheels), 1 third-class carriage (4 wheels), 1 third-class brake (4 wheels), & 1 plain van (4 wheels).
These vehicles were all fitted with the Westinghouse automatic brake, working blocks on four wheels of each vehicle. My automatic brake was in good order; I had carried out the instructions about testing it before I left Brighton, and found everything satisfactory. The driver made no remark to me at all on the condition of the brake, and I have every reason to imagine that it was in first rate order. I had made four trips from Brighton to Kemp Town and back that day with the same engine before starting with the 7.30 train. The biggest load we had had on any of these previous occasions was seven vehicles. No difficulty had been experienced with the automatic brake on any of these journeys. We left Brighton at 7.45 p.m.; I cannot say exactly what time we arrived at London Road. No difficulty was experienced in stopping the train at London Road. I noticed there was a little difficulty in stopping the train at Lewes Road ; it was not that we over-ran the platform, but I applied my hand brake to steady the train ; the automatic brake however, appeared to me to be working all right The pressure on my indicator was over 50 lbs and when I entered the tunnel after leaving Lewes Road the indicator still showed over 50 lbs, Just as we were approaching the home signal in tunnel I looked out and saw that the signal was off for us, but it occurred to me that the driver was going rather fast. I estimate the speed at that point at 10 miles an hour. 1 was just going to put my hand brake on when the block were applied by the automatic brake. The automatic brake seemed to check the speed of the train a little, and then it seemed to go faster. I cannot say whether the automatic brake was ever taken off again. After applying my hand brake as hard, as I could I looked and saw that the automatic brake was then fully applied. When the train reached the end of the platform it seemed quicken speed, and I can give no idea of What our speed was when the collision occurred. I felt the shock of the collision severely; I was thrown from one end of the brake to the other. 1 cannot account for the driver being unable to stop his train. I only commenced running between Brighton and Kemp Town on the Sunday previous to the accident. I consider that the speed of the train when passing the home signal at Kemp Town was decidedly faster than they usually go at that point. I frequently do have to apply the hand Brake at Lewes Road, so there was nothing unusual in my doing so on this occasion.
George Boyett, head porter, states: I have been just over 26 years in the service of the Company and am now employed as head porter at Kemp Town station, and have held that position for five years. I remember seeing the 7.30 pm. train from Brighton to Kemp Town running into Kemp Town Station on the evening of the 9th of July. I was standing on the platform about 40 yards from the buffer-stops when the train ran into the station. I first saw the train as it was coming out of the tunnel. I noticed nothing special about the speed of the train as it , came out of the tunnel. When the engine passed me I thought it was going so fast that it would not be able to stop before reaching the buffers. This thought only occurred to me when the engine actually passed me. As far as I can estimate, the speed of the train when it passed me was not more than three miles an hour. I saw it run into the buffer-stops. The train was stopping fast as it approached the buffer-stops. As far as I could see no steam was applied. As far as I could see the blocks were applied on all the wheels as the train passed me, but it appeared to me that the wheels were skidding. My opinion is that the accident was due to the fact of the driver not making sufficient allowance for the weight of the train he had behind him. I noted that the time at which the collision occurred was 7.59 pm.
Charles Rothwell, signalman, state: I have been in the service of the Company 30 ½ years, during 15 of which I have been a signalman. I am now, employed in Kemp Town Station signal-box, and have been there nearly 15 years. I came on duty on July 9th at 2.30 p.m. to work till 10 pm. I came off duty at 9.50 p.m. on July 8th. I remember the 7.30 p.m. train from Brighton to Kemp Town passing my box. Lewes Road offered me this train at 7.47 pm., and I accepted it at the same time. At 7.55 I received a train-entering-section signal for it from Lewes Road. The train arrived at my box at 7.58 pm. I did not notice anything unusual about the speed of the train when it passed my box. I estimated the speed on passing my box at from 12 to 14 miles an hour. When it passed my box I had no idea that it would be unable to stop before reaching the buffer-stops. I noticed that steam was turned off when it passed my box ; I noticed also that the brakes were applied immediately after the engine passed my box. I knew of the collision from hearing the sound of it, but I did not see the collision actually occur.
Frank Harman, signal porter, states: I have been two years five months in the service of the Company and have been signal porter for nearly 12 months, stationed at Lewes Road. I have been there all the time I have been in the service. I was in the signal-box at Lewes Road on the 9th of July when the 7.30 p.m. train from Brighton ran through. I did not book the time of arrival of train at my station, but it must have been about 7.53 p.m. I offered the train to Kemp Town at 7.47 p.m. and Kemp Town accepted it forthwith. The train passed my box at 7.55 pm. I did not notice anything unusual with the train. I saw the train stop at my station and the officials of the train did not appear to have any difficulty in stopping it. At 7.57 p.m. I received from Kemp Town the signal that the train had arrived there.
Charles Rothwell, signalman, recalled, states: I signalled to Lewes Road that the train had arrived at my box at 7.58 p.m. There is a clock in my box, and I took all these times from my clock.
Harry E. Constable, states: I am brake inspector of the London, Brighton, and South Coast Railway, to the whole of the railway, and have held that position 19 years. On Monday the 14th instant I myself examined the brakes of six vehicles of the 7.30 pm. train. These six vehicles had been taken to the shops immediately after the accident, but no alterations had been made to their brakes until I examined them. I found the brakes to be all in good working order, and in order to make a special test of them I loaded each carriage with 50 men, and I found that with that load and the brakes fully applied the blocks were all in good contact with the wheels ; in fact that with the carriages fully loaded the brakes were absolutely efficient. There is no doubt that the fact of the carriage being heavily loaded does make a slight difference as to the point of application of the brake blocks, but the difference is so small as to be practically inappreciable. It is thoroughly recognised in the service that no driver ever starts away on a journey unless he is thoroughly satisfied with the condition of his brakes, but I cannot recall' any case in which a driver has so complained. I am of opinion that the brake power on the train was amply adequate to bring the train to a stand, and I think that the driver must have misjudged his distance in applying the brake. From the evidence which I have heard I do not think that the train could possibly have been approaching the station at a hand-brake speed. I have now also examined the brakes on the other five vehicles of the train, and on subjecting them to the same tests as those previously inspected, I found that their brakes are absolutely efficient.
Robert Sims, guard, recalled, states: Directly after the collision occurred I took the time and found that it was 7.58.
Harry Mitchell, driver, recalled, states: Before starting with the 7.30 train I had taken three trains from Brighton to Kemp Town and back with the same engine. The biggest load I had had before the 7.30 pm. was six coaches, and with that load I had had no difficulty whatsoever in stopping at any point. My rule on entering Kemp Town Station is that if I have plenty of time to run round my train I stop the engine just short of the buffer-stops, but if I have not much time I stop clear of the crossing. On this occasion I was going to stop just short of the buffer-stops because I wished to have all the carriages alongside the platform. The pressure in the brake-pipe after leaving Brighton was always .50 lbs., and I had no difficulty in maintaining that pressure. I am acquainted with, the rule which states that on entering terminal stations the automatic brake must not be used except in cases of emergency, but the speed of the train must be so reduced that it may be brought to a stand with certainty and at the proper place by means of the hand-brake alone. I generally adhere to this rule. On this occasion my mate applied the hand brake whilst we were still in the tunnel, and I applied the automatic brake to steady the train just as we were coming out of the tunnel. The state of the rails at the time of the accident was very greasy; they had been greasy the whole of the way from Brighton.
Herbert Baldwin, fireman, recalled, states: After leaving Lewes Road the first time l applied my hand brake was just after we emerged from the tunnel.
Conclusion
The facts of this case are very clear. Driver Mitchell, who was in charge of the engine of the train, states that he passed the home signal, situated 332 yards from the buffer-stops, at a speed of 10 miles an hour, with steam turned off ; that he applied, the automatic brake when just approaching the signal-box, 280 yards from the stops, he realized that when he reached the end of the platform, 148 yards from the stops, he realized that he was unable to stop his train, which accordingly came into collision with the buffer-stops, at a speed which is variously estimated at from 3 to 7 miles an hour. These facts are substantiated by the other witnesses, though signalman Rothwell, who was on duty in the Kemp Town box, estimates the speed of the train when it passed his box from 12 to 14 miles an hour.