Analysis of the failures of coupling apparatus during 1926, shows that the relative numbers occurring with goods and passenger trains respectively were 5,726 and 2,179.

The causes of the failures during 1926 were as follows:—

The figures again prove that the chief liability to failure is to be found in weakness of drawgear-see items (b), (c) and (d), which together account for 85.8 per cent. of the total in the case of goods trains, and 95.4 per cent. in the case of passenger trains. These percentages are practically identical with those Also that the chief class of weakness is the pulling out or breakage of drawbars or hooks-item (b).

of 1925.

Coupling failures with double-headed trains in 1926 amounted to 10.4 per cent. in the case of goods, and 11.7 per cent. in the case of passenger trains.

The total number of collisions and derailments resulting from all classes of failure of coupling apparatus was 56; of these 54 cases occurred to goods trains. Nine of the 56 cases occurred to double-headed trains. The liability to accident as a result of divisions of goods trains during 1926 was about 0.94 per cent. The casualties in connection with this particular type of accident were eight servants and one other person injured in the case of goods trains, and one servant injured in the case of passenger trains.

10. The liability to casualty in the case of passengers in train accidents is shown by the undermentioned figures :

Killed. 1 in 118.6 millions (including season ticket holders) carried.

Injured. 1 in 2.0 millions (including season ticket holders) carried.

As regards servants the figures are:

Killed. 1 in 173.2 millions of passenger and freight train miles worked.

Injured. 1 in 3.5 millions of passenger and freight train miles worked.

11. Level Crossing Accidents.-During 1926 public attention was specially drawn to this class of accident, and to the alleged dangerous conditions existing at level crossings. In the attached Table A will be found an analysis of all these accidents, including those occurring to pedestrians, so far as they have been reported by Railway Companies. It has not generally been the practice of Railway Companies to report cases where public road vehicles have run into closed gates at level crossings, unless a collision with railway vehicles has resulted.

The attached Table B shows how the above casualties were distributed between pedestrians, occupants of road vehicles, train passengers and railway servants respectively.

It will be noted from the above Table that in respect of public road users, the total number of casualties due to accidents at public road level crossings amounted to 23 killed and 24 injured, of which 13 deaths and one case of injury were those of pedestrians.

At public road level crossings where, under statute, gates have to be provided, there is also an obligation upon railway companies to maintain gatekeepers for the protection of the public. At all occupation or private level crossings, gates have to be provided, but there is no obligation to maintain gatekeepers. On Light Railways, where cattle guards, to prevent trespass on the railway, are authorized in lieu of gates, special precautions regarding speed of approaching trains, and erection of Notice Boards, etc., are laid down.

In respect of the 29 cases of accident involving casualty—see Table A-at public road level crossings, responsibility in respect of the originating cause can be allocated as follows:

At occupation and footpath level crossings no responsibility is placed upon Railway Companies by legislation for safeguarding movements of road vehicles or pedestrians.

It is believed that the foregoing tables and analyses will show that the accidents and casualties at railway level crossings in Great Britain during 1926, notwithstanding the recent growth and alteration in the character of road traffic, were not so numerous as to justify the contention that the danger to the public using such crossings has seriously increased. Constant action is being taken to improve the protective arrangements where required.

CLASS II.-MOVEMENT ACCIDENTS.

The following Table shows the number of passengers, servants of the Railway Companies and Contractors, and of other persons killed and injured during 1926, by accidents caused by the movement of railway vehicles, exclusive of train accidents, as compared with the average for the preceding five years :

The following Table shows the average numbers of persons killed or injured by accidents in connection with the movement of railway vehicles (excluding train accidents) for four periods of ten years ending 1884, 1894, 1904, and 1914 respectively, and for the five-yearly period 1915-1919; with separate figures for the years 1920 to 1926 inclusive. The numbers of passenger journeys and of servants employed are also given.

Of contractors' servants, 10 were injured in 1926.

↑ The "Other Persons include persons using level crossings, persons on business at stations or sidings, &c.

Exclusive of journeys by season ticket holders, estimated to amount in 1926 to 473 millions.

§ Figures for 1919. The figures for the years 1915-18 were not obtained from the Railway Companies.

¶ Number employed in 1913.

‡ Number employed in 1921.

The fatalities and cases of injury to railway servants in Class II (Movement) accidents have been classified in respect of primary cause, as shown in the following Table :-