Page:Report on the Shrivenham train crash of 15 January 1936 - MoT Shrivenham1936.pdf/6

 assumption which is likely to be nearer the truth is that the clocks at Highworth Junction, Marston Crossing, and Knighton Crossing were correct, while Shrivenham was two minutes slow and Ashbury Crossing at least two minutes fast.

5. Signalman A. C. Bartlett, of Marston Crossing, referred to the mineral train having passed his box complete, with tail and side lights burning, at 5.8 a.m, according to his register (5.6 a.m. Shrivenham register), travelling at "normal" speed, for which, however, he hesitated to suggest a figure. He received the Out of-Section signal for the train from Shrivenham at 5.15 a.m. He accepted the express at 5.16 a.m.. and it entered the section at Highworth Junction at 5.18 a.m., at which time he received acceptance for it from Shrivenham (5.16 a.m. Shrivenham register). It passed the box at 5.22 a.m. (5.20 a.m. Shrivenham register) travelling at normal speed, 50 m.p.h., according to his estimate.

Bartlett said that when he received the Out-of-Section signal for the mineral train at 5.15 a.m., he received at the same time the Entering-Section signal for a down milk empties train, which passed Marston Crossing at 5.18 a.m.; be accepted the following down empty stock train at 5.21 a.m., but it did not arrive and he did not receive the Entering-Section signal for it. Ho received the Obstruction-Danger signal from Shrivenham at 5.37 a.m. (5.35 a.m. Shrivenham register).

Bartlett is 35 years of age and bad been a signalman for 15 years, during the whole of which time he had worked "entirely satisfactorily" with Signalman W. Head of Shrivenham, who he considered was "a very good and reliable" man.

6. Signalman W. Head, of Shrivenham, had booked on duty at 10.0 p.m. the previous evening; he had slept well, he was not worried, and was enjoying good health. His account is as follows:—

""I was at the Swindon end of the signal box, looking out at the up goods approaching the signal box. I placed the up distant signal to Caution and remained there for the down milk empties were passing at the same time. I stayed that end to catch the tail lamp on the down milk train first, then turned to catch the tail lamp of the up goods, walking to the other end of the signal box at the same time to put the down signals to danger ... I could swear that I saw what I took to be a tail lamp on the up goods when it was passing the goods shed. This was as I was walking up the frame in my box. There was just a very slight mist and a little steam from the down milk train, but not enough to make my view indistinct... I then returned to give the Out-of-Section to Ashbury Crossing, also at the same time placing my up home and starting signals to danger. I then gave the "Out-of-Section” to Masrton Crossing at 5.15 a.m. (5.13 a.m. in his register). The clearing point is ¼-mile from the up home signal.

Probably when I gave "Out-of-Section" to Marston Crossing at 5.15 a.m., the train was passing through the station. I am quite certain the down milk empties and coal train were passing my box at the same time""

Head demonstrated his actions in the box; he estimated that the mineral train passed at 10 to 15 m.p.h., and the milk empties train at 45 to 50 m.p.h. With regard to the express, he stated:—

"''At 5.18 a.m. (5.16 a.m. in his register) I was asked “Line-Clear" from Marston Crossing for the 9.0 p.m. Penzance express, which I gave to him. At 5.22 a.m. (5.20 a.m. in his register) I accepted "Train-on-Line" from him. About a minute afterwards I heard a bang and my up distant signal lever in the box shook very much. My first thoughts were that there were some cattle on the banks; I went immediately to the window to see if I could see or hear anything more. Not being satisfied, I rushed to the other end of the signal box and put my down signals to danger against the train of empty coaches that were signalled through to Marston Crossing''