Daily Kennebec journal. [microfilm reel] (Augusta, Me.) 1870-1975, 1925-03-04
BRAKES FAILED
CONTINUED from Page One)

points between Block signals L57S
and L570 in Farmingdale Is partially
curved. and after block L570 going
west the track curves in the other
direction. The caboose of Extra 627
was standing 627 feet west of the
yard limit sign and 713 feet west of
block L570. He asserted that the
barn at the side of the railroad track
would have an effect as far as vision
was concerned to the point where
the caboose set on the track. The
location of the caboose was $3.50 feet
east of the Gardiner station and the
length of vision from the east end of
the caboose was 664 feet. The grade
where the train struck was less than
" of one per cent. descending.
Block Signals Working Properly
1.-THE block signals were working
properly" declared the next witness,
Frank II. Switzerland, signal en-
road. He said that he arrived at the
scene at 1890 Z. NJ. on the day Of
the accident and went over the
signals checking up how they could
be seen from the track. Signal In
spector Baker made the test of the
signal and it was working properly.
He said that the distance at which
the signals can be seen at block l.
57S Is $50 feet.
Rules for Operation Of Trains
Frank j. Rooney. superintendent of
the Portland division of the Maine
Central Railroad, read from the book
of rules certain rules governing the
operation of trains. Rule 90 specifies
that extra trains must be under full
control in the yard limits and the
responsibility will be held to rest
with the train entering the yard.
The rule specifies that extra trains
in the yard limits must move pre-
pared to stop unless the main track
is seen or known to be clear. He
pointed to another rule providing
that when a train stops under GER
tain circumstances it is the duty of
the fiagman to- go back sufficient
distance and place two torpedoes on
the track and If necessary to dis
cumstances Of this case the train
men should give these signals as
soon as any first or second class
trains were due, but none were due
at that time. so 1t was not necessary
Outside of the yard limit the train
man would go back to protect the
train against all trains. but this is
not necessary with train inside the
yard limit.
The record Of weather conditions
that morning was read by Mr..
Rooney. The record showed the
weather clear at Portland. Bruins
wick, Waterville and Newport juno
tion, and partly cloudy at Bangor.
Engineer Of Freight 627
John c. Frank, locomotive en-
gineer on the extra freight No. 627
west, which was struck in the acct
dent, testified that the train was
picked up at Northern Maine juno
cars exclusive of the caboose,
practically all Of the cars being
loaded with potatoes. He told of the
stops made by the train after leav-
ing its starting point.
"Will you tell the condition Of the
rails after you left Vassalboro?" in
quired County Attorney Southland.
II termed them as in good condi-
ton. There was no particular dif-
f'culty in stopping or starting the
train," Mr.. Frank answered.
He said that going to Gardiner the
approached until Block l. $40 which
displayed q cautionary signal.
Block l. 564 displayed stop signal
and on that account he stopped his
train. That stop signal was prob
ably on account Of Extra SIS ahead
Of which he could see the caboose.
He stopped the train at 9.Os A. NJ.
and the accident occurred at 928 A.
M.
when the train struck I felt the
jar very slight" said Engineer
Frank. "Our brakes were released
and our engine was moved ahead
about one foot"
Mr.. Frank said that after his
train struck Block L $40 it was
proceeding from 20 to 25 miles an
hour. He had shut off steam about
one mile west of "Milliken's' at
Hallowell.
do you make it a rule to blow
one long and three short blasts for
the flagman to protect the rear of
the train?" asked Elmer f. Parkman.
chief inspector for the Public
Utilities Department.
II did not then. approaching the
place as I did and knowing that
train was preceding me-" was the
reply. Mr.. Frank stated that at
he stopped the train and
had the flagman precede 1t for q dis
lance. The flagman was then pick
ed up. Engineer Frank said that he
local freight No. 800 at Gardiner.
Fireman Parent Testifies
The next witness was Edward J.
Parent. locomotive fireman on
Freight ea7. the train that was