Page:Report on the Shrivenham train crash of 15 January 1936 - MoT Shrivenham1936.pdf/3



Shrivenham and Ashbury boxes are of the Company's latest type, with mechanical frames. Each commands an excellent view from the south side of the line. Shrivenham has 36 working levers and 4 detonator placers; occupation of the track circuit in rear of the up home signal prevents Line-clear being pegged to Marston Crossing: Ashbury Crossing has 23 working levers, 2 detonator placers, 1 gate wheel and 2 wicket levers.

1. The coal wagon concerned, G.L.M., No. 53107, was of 4-wheeled type, 12-ton capacity, with a timber frame and body, and tare weight of 6 tons 17 cwt. It was built in 1921 by Nixons Navigation Colliery Co., Ltd., Cardiff, and is now owned by Messrs. Stephenson Clarke and Associated Companies, Ltd. It had grease boxes, self-contained buffers, and two independent single brakes.

The wagon was plated on the 24th September, 1932, as having been Generally Repaired at the Cambrian Wagon Co.'s Works, Cardiff, the work having consisted mainly of repairs and replacements to body timbers. It had not been stopped for repairs since that date.

The drawhook which failed was the original one fitted when the wagon was built, and was manufactured by Head Wrightson Co., Ltd., Thornaby-on-Tees; it had failed through the Gedge slot of the hook, the fracture being of coarse crystalline appearance, with a slight, though not growing, flaw at the top or tension side. The cross-sectional area at the point of fracture was 5.9 sq. ins.

The material was wrought iron, and the dimensions of the hook conformed with the applicable R.C.H. Regulations. The report upon the results of the chemical analysis and physical tests, which were carried out by the Railway Company, is attached as Appendix II. The conclusions are noteworthy.

2. The mineral train left: Highwortb Junction at 5.0 a.m., after having been delayed at Swindon for three hours. According to Driver D. G. Davis, a reliable witness, who had regularly operated goods trains over this road, which he knew well--the train passed Marston Crossing at about 20 m.p.h.; he had not checked the time there, but had looked back and observed the right hand side light. When approaching Shrivenham, Davis observed the up distant at clear, and mid-way between it and Ashbury Crossing distant, which was at warning, he closed the regulator, and, by application of the hand brake, reduced speed to 10 m.p.h. through the station, according to his estimate. He looked at his watch (which had been checked at 10.0 p.m.) when passing the station, and noted the time as 5.14 a.m., He said that the train entered the loop at Ashbury Crossing at 5.15 a.m., travelling at  m.p.h. Thereafter he accelerated to 8 to 10 m.p.h., and came to a stand (5.25 a.m.) at the home signal at Knighton Crossing; it was not until 5.29 a.m., when he heard from the signalman there, that he realised that a breakaway has occurred.

The train entered the section at Marston Crossing at 5.8 a.m., and the above-mentioned times correspond with the corrected records of Shrivenham, Ashbury Crossing, and Knighton Crossing boxes. The accuracy of these clocks is referred to later.

Davis felt no snatch of any kind and had not the slightest suspicion that a division had occurred. After leaving Swindon, he did not touch the regulator until he closed it, as described above. He had not looked back when entering the loop at Ashbury Crossing, as that was not customary. He said that visibility had been good up to Shrivenham, but intermittent mist appears to have prevailed thence to Knighton Crossing, and "visibility was perhaps restricted to 60 yards."

Fireman P. T. G. Jenkins confirmed his driver's evidence; he had also looked back at Marston Crossing and observed the left-hand side light, but he did not do so when entering the loop at Ashbury Crossing. He described visibility as patchy, but had had no difficulty in observing signals; nor had difficulty been experienced with the engine, which had worked through from Aberdare. He also was a good witness, but was unable to give any estimate with regard the speed of the train.

Guard H. E. Chandler, of Severn Tunnel Junction, was in charge of the mineral train; he had booked on duty there at 8.20 p.m. the previous evening. He was in the spare link, and the last time he has worked over the road was some 34732