Page:Report on the Shrivenham train crash of 15 January 1936 - MoT Shrivenham1936.pdf/5

 of Shrivenham distant signal). In accordance with his custom he looked up, observed the signal showing the clear indication, and carried on with his firing duties. Having put on two or three shovels of coal, be looked up again, observed the three red lights (one tail and two side) on the brake van ahead, and shouted to bis mate. Starr apparently saw them at the same moment, and "he immediately shut off and applied the brake; he last no nerve, and acted us though it were an ordinary signal." Cozens said that the lights appeared to be rushing towards them; "it seemed as though we were on them as soon as they were seen." He felt the retardation of the brake, and speed was Somewhat reduced "before the collision occurred. But for the obstruction, he thought that the train might have been brought to a stand in a "few hundred yards". He had worked with Starr for about two years, and said he was an exceptionally careful man.

There was evidence to the effect that immediately after the accident the reversing lever was found in fore gear and in 15 per cent, cut off. Two hours later the regulator was noted as being closed, but its position and that of the ejector handle might have been affected by the turning over of the engine; they might also have been moved when Starr and Cozens were extricated, but the condition of the tyres and brake blocks showed that a severe application of the brake had been made just previous to the engine coming to rest.

Guard J. W. Rapson, who had taken over the train at Plymouth North Road, confirmed that it left Swindon on time at 5.15 a.m., by the station clock and by his watch which he had checked at 12.5 a.m.; the latter did not lose more than half-a-minute in 24 hours. There were some 28 passengers in the front coach on leaving Newton Abbot, and six joined later. He had worked on the train for six months, two weeks out of three. The time allowed for the run from Swindon to Didcot, 24¼ miles, was 27 minutes, and he thought that maximum speed of just over 60 m.p.h, was usually attained between Shrivenham and Challow.

Rapson was travelling in the rear coach (ninth), getting letters ready to put out at Didcot; he considered that speed was normal at the time of the accident, about 50 m.p.h. His account was that the train began rattling and shaking very badly, when a moment later the shock of the collision was felt, the lights went out, and the train came to a stand. He had no doubt that an emergency brake application had been made. His lamp fell over and went out; he immediately re-lighted it, picked up his detonators, lowered the window, opened the door, jumped out to the line, proceeded a few yards, looked at his watch, and noted the time as 5.23 a.m. Checked by watch. Rapson estimated that from the time of the collision to the time of looking at his watch was about one minute, and there was evidence that lie was a quick-moving man. He took efficient and prompt protective measures.

Ticket Collector W. L. Ross was in the trailing sleeper (eighth) at the time and gave a corresponding account. His first sensation was a sudden jerk which threw him forward; he did not look at his watch. District Inspector T. Willmott, with two other employees, was travelling in the sixth coach, and gave confirmatory evidence; he also described the efficient way in which the staff generally acted in this emergency. Six doctors and six nurses rendered assistance; the relief train from Swindon arrived at 6.45 a.m, and left again at 7.40 a.m., removing all the injured and uninjured passengers, except three and Driver Starr, who had previously been sent to hospital by road ambulance.

4. The times which have already been quoted appear to be approximately correct. In the following evidence of the signalmen and throughout the rest of the Report, the recorded times at Shrivenham and Ashbury Crossing boxes have been synchronised. This point has been carefully considered in conjunction with the Company's officers, who, having regard to the fact that the express was running to time, were at first inclined to the opinion that the only clock which was correct was that at Swindon Goods Yard box, and that Swindon East was two minutes fast. Highworth Junction one minute fast. Marston Crossing one minute fast. Shrivenham one minute slow, and Ashbury Crossing three minutes fast. It is quite clear that the difference between the last-named clocks was four to five minutes; there is some ground for thinking it was nearer the latter, though the bookings indicated the former.

Having regard, however, to the evidence of the signalmen concerned (to be referred to later), to the foregoing statements of Driver Davis and Guard Rapson, and to the daily running time of the express, it is considered that the 31732