Shinetsu Main Line bear ノ flat station train derailment accident
| Shinetsu Main Line bear ノ flat station train derailment accident | |
|---|---|
 The 10000 form 10004th unit which derailed by an accident, and was completely demolished (March, 1918 photography) | |
| Outbreak day | It is March 7 (1918) for 1,918 years |
| The outbreak time | 4:57 (JST) |
| Place | GunmaUsui-gunMatsuida-cho |
| Country |  Japan |
| Route | Shinetsu Main Line |
| Operator | The House of railroad |
| Kind of the accident | Train derailment accident |
| Cause | Ignorance (car trouble and estimate of the traction locomotive) |
| Statistics | |
| The number of the damage trains | 1 formation |
| Dead person | Two people |
| Injured person | Six (later two death) |
Shinetsu Main Line bear ノ flat station train derailment accident (しんえつほんせんくまのだいらえきれっしゃだっせんじこ) is the train derailment accident that occurred (1918) in the bear ノ flat House of railroad Shinetsu Main Line station (Matsuidamachi, Usui-gun, Gunma, current Annaka-shi) yard on March 7 in 1918.
A parked freight train went down the steep grade of 66.7 ‰ of the Usui Pass in the wrong direction on the main line by vehicle malfunction, and derailment was completely demolished after a plunge to the measuring line of the bear ノ flat station, and two people of trainman and the bear ノ flat station station employee died instantly, and it was the tragic incident that two severely injured crews suffered death, other crews four serious or slight injury in later.
Table of contents
Summary of the Usui Pass
Yokokawa - Karuizawa interval of Shinetsu Main Line was the mountains section where there was a section of most steep grade 66.7 ‰ to go over the Usui Pass and, not an adhesion type in the pike normal as incline measures (method depending on only the adhesive strength to occur between 車輪踏面 and a rail), opened it as a rack type pike using the Abt system rack rail (tooth rail). The exclusive vehicle with the gear which engaged with a rack rail was prepared for the locomotive which ran a rack rail section other than the wheel for the rail and the 10000 form electric locomotive introduced with section electrification completion of (1912) in 1912 went down it other than a rack type gear and equipped it with 抑速発電 brakes as run measures of the steep grade section.
Process of the accident
The outbound freight 191st train (one 10000 form double-header, freight train ten, existence lid train with brake vans, conversion 12.8) departed from the bear ノ flat station (1918) towards the Karuizawa area at 4:33 of the delay for 25 minutes from the appointed time on March 7 in 1918. The 10000 form did not include a double-header generalization control function [explanatory note 1], and, with the proper function locomotive (proper function machine) of bank engine (supporting plane) .2 eyes of the formation top, an engine driver and one assistant at organization boarded it two people per one locomotive. In addition, braking handling crew one person [explanatory note 3], other conductors two took a roofed train with brake vans (ピブ 1 form freight train [explanatory note 2]), and seven crews in total took a freight 191st train.
It departed from the bear ノ flat station, and the proper function machine engine driver felt a bad smell than the main motor equipped with to a locomotive (the 10000 form 10004th unit) soon in the neighborhood of Usui Pass 20th tunnel and admitted that the fume with the spark produced it with abnormal noise more in the 21st tunnel. The proper function machine engine driver corrected the notch of the master controller which I controlled the speed of from the power running tenth step to the eighth step and decreased electric flow quantity to drift to the main motor, but because the spark and the fume did not fit, I let I gave Mr. engine an order, and a locomotive-based rack gear tighten the obi brakes (band brakes) for the hand which acted and oneself turned off a notch and operated the vacuum brake which was common use brakes and tightened the hand brakes which acted to a wheel more. Therefore, the train urgently stopped it near the 21st tunnel west exit at 4:48.
Among the main motors carried two engines by a locomotive, I confirmed that trouble occurred to the coupling (gear coupling) of the motor for the rack gear drive as a result that a proper function machine engine driver checked a proper function machine. However, in addition to the abnormality not having been confirmed elsewhere, I took that train weight was relatively lightweight into consideration, and the proper function machine engine driver decided service continuation by the adhesion driving and asked Mr. assistance machine engine that visited the proper function machine for check for carrying out service by the adhesion driving, the transmission to an assistance machine engine driver.
After an assistant at supporting plane organization took a supporting plane (the 10000 form 10009th unit), the proper function machine engine driver promoted the departure towards an assistance machine aloud, but there was not any reaction, and the train started degradation (reverse run) from the assistance machine side suddenly just after that. Usually reach it than 32km/h equivalent to approximately 1.8 times of the driving maximum speed (18km/h) in time, and the degradation speed tightens the obi brakes for the hand and hand brakes in the proper function machine side soon; and for a train stop in duty, the assistance machine side of the obi brakes for the hand and hand brakes although operated a dynamic braking by the operation of the master controller other than tightening it, the rotor part of the main motor was damaged physically because speed at the time of the movement was unreasonable, and the brakes became unusable [explanatory note 4]. The same line car [explanatory note 5] which lost the slowdown means except hand brakes by the human power added to speed on a downslope of 66.7 ‰ more, and two freight trains of the formation intermediate part entered into the measuring line of the bear ノ flat station in the neighborhood of twelfth tunnel east exit at derailment, 4:57 and they exceeded No thoroughfare for vehicles and crashed into the rock face of the rear virtually. The freight train of the wooden body crushed it so as not to keep the original form, and two locomotives of all steel bodies derailed, and they were completely demolished.
Two people of one crew who boarded a roofed train with brake vans by this accident and one switch jockey of the bear ノ flat station which was on the side above the ground in total died instantly, and two people of assistance machine engine driver and the rear conductor in total suffered the death, four proper function machine engine driver others serious or slight injuries in total after a serious wound.
Accident cause
Because an assistance machine engine driver died, about the state just before the accident of the supporting plane which became the factor of train degradation, the details are unidentified. But, according to the testimony of the assistance machine stoker that lived again, it is said to not being the thing that backward movement was performed by the intention of the supporting plane engine driver that an assistance machine engine driver is apparent by having cast a master controller into the power running third step just before backward movement without taking at all means to usually have stolen on the occasion of the backward movement (degradation) driving in the incline section. An electric current did not flow through the brakes to the main motor by some kind of causes at the same time to operate a master controller for start although it remitted [explanatory note 6], and I let the notch of the master controller have 進段 more, but there was not the reaction and because backward movement speed increased, I used it together with various hand brakes and operated a dynamic braking, but the gear which linked the main motor did not turn as a result that not only the brakes became unusable, but also a damaged armature inhibited the turn of the main motor [explanatory note 4], and it was estimated that I destroyed a locomotive lateral tooth car and a gear and the both sides of the engaged rack rail and fell into a virtual no brakes state [explanatory note 5] by the inside damage of the main motor.
On the other hand, occur because there was the stop position of the train in a proper function machine engine driver and the train with brake vans crew on an ascent of 66.7 ‰ when remitted with brakes on the occasion of departure by the degradation of the train; judged it that was temporary, and it became clear to have remitted with brakes with the proper function machine, train with brake vans as preparations for progress. I brought no effect in the train which degraded at a violent speed over the steep grade of the thing which handled brakes again after having sensed abnormality and reached the collision. In addition, about the main motor trouble of the proper function machine that became the factor of urgently stopping it of the train, a part of the main motor lateral tooth car (pinion) case was damaged by abrasion, and it was concluded that it touched it and occurred to a gear without parts being fixed.
In addition, it becomes clear that was in a state that the work of the obi brakes for the hand remarkably decreased because the outskirts of the obi brakes for the twister were damaged for the oil leak from the main motor with the locomotive of supporting plane both sides a proper function machine.
Explanatory note
- The ^ same shape type originally had a generalization double-header control function, and, in the beginning of completion, use was canceled later because malfunction occurred frequently although it inflected. It is written down in the original with "compound electric control method ニ support ラズ".
- The ^ ピブ 1 form freight trains were produced as a train with brake vans for the rack rail section newly from (1901) in 1901, and comprised the gear for the rack other than a normal wheel and were designed so that it was braked the part. As for the "pi" of form title "ピブ", the "bu" shows brakes car (train with brake vans) with a pinion (gear = pinion) each.
- It is written down with "a boiler maintenance man" in the ^ original.
- It is written down in the ^ a b original with "アーマチュア" "ノ "band wire" protagonist "motor" ノ turn ヲ inhibition シ to cut".
- Was crowded in comparison with an air brake using the compressed air which would be generally used later, and, in the mechanism, movement was remarkably slow with the remission, and the ^ a b vacuum brake was powerless for the brakes function on the occasion of the emergency. But a similar accident occurs in 1975 when automatic air brakes spread and had the perfect equipment toward a locomotive, and it is all overturn serious damage, a junk car, and four locomotives of the forwarding are dismantled on the site. The details refer to a forwarding locomotive derailment fall accident between railway accident _ (1950 through 1999) # Shinetsu Line Karuizawa - Yokokawa of Japan.
- It becomes clear that electricity was supplied normally during until 4:57 when an accident occurred from 4:48 when a train urgently stopped it according to the record of each transformer substation of Yokokawa, Maruyama, arrow ヶ 崎 established near ^, and, as for the reason that an electric current did not drift to to the main motor, it is unknown.
Original
- National Diet Library digital collection Ministry of Railways minister's secretariat research institute "a railroad disaster article is Ministry of Railways minister's secretariat research institute in 6 in a solstice in 4 in the own Taisho era"
Allied item
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